VEHICLE GENERAL

1. DIMENSIONS........................................ 3
2. SPECIFICATIONS................................. 4
3. VEHICLE IDENTIFICATION................... 6
4. MAINTENANCE .................................... 7
5. RECOMMENDED FLUIDS AND
LUBRICANTS........................................ 19
6. JACK POINTS....................................... 20
7. PIN ARRANGEMENT OF DIAGNOSTIC
CONNECTOR........................................ 21
8. ELECTRIC COMPONENTS AND
LAYOUT................................................ 22
9. TIGHTENING TORQUE OF
STANDARD BOLTS............................... 24
 0000-00 01-3

1. DIMENSIONS
Unit: mm
Top view

Side view

Front view Rear view

01-4

2. SPECIFICATIONS
* ( ): Optional, [ ]: 2WD, < >: DPF
D20DTR: Diesel 2.0 (EU5), D20DT: Diesel 2.0,
D27DTP: Diesel 2.7 Power-Up, D27DT: Diesel 2.7, G32D: Gasoline
 0000-00 01-5

▶Specifications (Cont'd)
01-6

3. VEHICLE IDENTIFICATION

Engine Number Vin Label Chassis Number

Gasoline Engine: The The chassis number is

engine number is stamped stamped on the frame
on the lower area of behind the front right tire.
cylinder block in exhaust
manifold side.

Certification Label

The certification label is

located on the driver’s door
sill.

D20DTR D27DT D27DTP

Diesel Engine (D20DTR, D27DT, D27DTP): The engine number is stamped on the lower area
of cylinder block behind the Intake manifold.
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4. MAINTENANCE
1) Scheduled Maintenance Services (EU) - Diesel Engine (D20DTR)
01-8
0000-00 01-9
01-10

2) Scheduled Maintenance Services (GEN) - Diesel Engine

(D20DTR)
0000-00 01-11
01-12
 0000-00 01-13

3) Scheduled Maintenance Services (GEN) - Diesel Engine

(D27DT/D27DTP)
01-14
0000-00 01-15
01-16

4) Scheduled Maintenance Services (Gasoline Engine)

0000-00 01-17
01-18
 0000-00 01-19

5. RECOMMENDED FLUIDS AND LUBRICANTS

- Use only Ssangyong recommended fluids and lubricants.

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

D20DTR: Diesel 2.0 (EU5), D20DT: Diesel 2.0, D27DTP: Diesel 2.7 Power-Up,
D27DT: Diesel 2.7, G32D: Gasoline
01-20

6. JACK POINTS
Front: Double wishbone Rear: 5-link
 0000-00 01-21

7. PIN ARRANGEMENT OF DIAGNOSTIC CONNECTOR

The diagnostic connector is located at bottom of instrument panel. It consists of 16 pins.
The REKES key should be coded by the scan tool.

Diagnostic connector

▶ Connector Pin

Pin No. Function

1 CAN HI S203 "18"
2 CAN LO S203 "8"
3 -
4 Ground
5 Ground
6 CAN HI S202 "14"
7 -
8 ABS/ESP unit “2”
9 Air bag unit “9”
10 -
11 TCU "A18"(5-A/T)
12 SSPS unit “8”
13 TCCU "21"
14 CAN LO S202 "4"
15 STICS "B21"
16 B+
01-22

8. ELECTRIC COMPONENTS AND LAYOUT

1) Wiring Harness Arrangement
 0000-00 01-23

2) Components Locator
01-24

9. TIGHTENING TORQUE OF STANDARD BOLTS

▶ Tightening Torque By Bolt Specification

1. Metric bolt strength is embossed on the 3. Determine extra proper tightening torque if
head of each bolt. The strength of bolt can tightens with washer or packing.
be classified as 4T, 7T, 8.8T, 10.9T, 11T 4. If tightens bolts on the below materials, be
and 12.9T in general. sure to determine the proper torque.
2. Observe standard tightening torque during · Aluminum alloy: Tighten to 80 % of
bolt tightening works and can adjust torque above torque table.
to be proper within 15 % if necessary. Try · Plastics: Tighten to 20 % of above
not to over max. allowable tightening torque table.
torque if not required to do so.
02-2

1. EXTERIOR
▶ Font Side

8310-01 Head Lamp

Head lamp - Head lamp - Low beam
Low beam
Head lamp - Head lamp -
High beam High beam

Turn signal/Position lamp Position lamp (LED)

- Changed the head lamp design and functions.
- Turn signal lamp integrated with front fog lamp

7910-01 Radiator Grille

- Changed the mounting type

(from on hood to on bumper).
- Changed the radiator grill design.

7871-01 Front Bumper and Front PAS Sensor

Front PAS sensor Turn signal/Front fog lamp

Front fog lamp Front PAS sensor

- Changed the front bumper design according to the design changes of front combination lamp
and radiator grille.
- Changed the location of front PAS sensor.
 0000-00 02-3

7810-04 Windshield Wiper Blade

- Changed the aero-blade material (from steel to rubber).

7850-11 Outside Rearview Mirror

Outside turn signal lamp

- Introduced the turn signal lamp on outside rearview mirror.

8310-23 Front
Combination
Lamp

Front fog
lamp
6110-01 Hood Panel
Front fog
lamp

Turn signal lamp

- Front fog lamp and turn

signal lamp have been
integrated in combination
- Changed the hood panel design. lamp assembyl.
02-4

▶ Side

5720-03 Fender Panel & 7110-10 Door Outside Handle

Side Repeater Lamp

Side repeater lamp

- Changed the door outside handle design.
- Changed the fender panel design
according to the changes of head lamp
and front bumper.
- Moved the side repeater lamp to the
outside rearview mirror.

7930-11 Door Garnish

- Deleted the front and rear door garnishes.

7931-06 Front Wheel Arch Garnish 7931-20 Side Lower Step

- Changed the front wheel arch garnish

design. - Changed the side lower step design.
 0000-00 02-5

5210-18 Side Outer Rear Panel

- Changed the side outer rear panel design

according to the changes of rear combination
lamp.

7931-09 Rear Wheel Arch Garnish

- Changed the rear wheel arch garnish

design.

4170-34 Wheel

7931-01 Side Sill Garnish Sputtering type Diamond cut type

- Added the wheel types (sputtering type &

diamond cut type). Standard wheel: Alloy
wheel
- Changed the garnish design (from - Unify the wheel & tire specification
independent type to integrated type). (255/60R18)
02-6

▶ Rear Side

8912-26 Audio Antenna

- Changed the antenna type from shark type to pole

type.

7950-39 Quarter Badge

- Installed the brand logo on LH rear quarter

panel (Rexton W).

7881-01 Rear Bumper and Rear PAS Sensor

Rear PAS sensor Rear PAS sensor

- Changed the rear bumper design.

- Added additional rear PAS sensor (3→4).
 0000-00 02-7

7940-02 Spoiler

- Added the wing type rear spoiler.

8320-01 Rear Combination Lamp

Back-up Tail lamp

lamp
Tail/Stop lamp Stop lamp
Tail lamp

Turn signal Stop Back-up

lamp lamp Turn signal lamp lamp

- Changed the rear combination lamp design and functions.

- Changed the stop lamp and tail lamp to LED type.

7940-34 Tailgate Lower Garnish 7880-13 Reflex Reflector

- Changed the reflex reflector according to

- Changed the tailgate lower garnish design. the changes of rear bumper.
02-8

2. INTERIOR
7610-01 Steering Wheel and Center Fascia Panel

Center fascia upper panel Center fascia upper panel

Center fascia Center fascia

Steering wheel lower panel Steering wheel lower panel

- Changed the center fascia panel design.

- Changed the color of steering wheel wood grain.

8511-50 Center Fascia Switch and Bezel

Multi station switch PAS OFF switch

Hazard switch

Windshield heated Rear glass/outside rearview mirror

wire switch heated wire switch

Hazard switch PAS OFF switch

ESP OFF switch

HDC switch

Windshield heated Rear glass heated

wire switch wire switch

- Changed the center fascia design, switches and

location.
- Changed to independent type switch from integrated
type switch.
- Introduced the ESP OFF and HDC switch.
 0000-00 02-9

7632-00 Console Upper Fascia &

Console Armrest

Console
upper fascia

Console
armrest

- Changed the color of console upper fascia and

console armrest wood grain.

8510-30 Power Outlet Socket

AV type Audio type

- For audio type, the power outlet is added on the top

of center fascia panel.

8912-01 Audio Digital Clock

- Changed the audio type - Deleted the multi-station and added the
(added Bluetooth hands-free function). digital clock.
02-10

7410-03 Front Seat

- Changed the seatback and seat cushion design.

7410-12 Front Headrest

- Changed the front headrest design.

- Changed the tilting type from swing type to sliding type.

7115-01 Door Panel

- Changed the front headrest design.

- Changed the color of front/rear door panel wood grain.
 0000-00 02-11

7510-05 Rear Center Armrest

- Changed the rear armrest design.

7410-24 Front Seat Back-board

- Changed the seat back-board and seatback pocket

design.

7410-05 Front Seat Cover Shield

- Changed the front seat cover shield from integrated type to split type.
02-12

3. ELECTRIC SYSTEM
8010-01 Instrument Cluster

- Added TPMS related warning lamp and indicator.

8410-32 ICM Box

- Deleted the hazard lamp relay and added some

relays (rear side seat warmer, blower, rear
washer/wiper)

7010-03 Blanking Key

- Changed mechanical key design.

 0000-00 02-13

8790-03 PAS Sensor

- Changed the locking type from spring type to holder type.

8790-01 PAS Unit

- Changed the PAS sensor operating voltage

(12V→8V) and added one PAS sensor (rear
center).
02-14

4. ENGINE AND CHASSIS

1491-01 Engine Control Unit

- Changed the logic according to

introduction of TPMS.

4190-06 Wheel Module 4190-13 TPMS Unit

- Added the wheel module in each

wheel according to introduction of - Installed TPMS unit with antenna
TPMS. according to introduction of TPMS.
 0000-00 02-15

1990-00 Engine Mounting Insulator

Old

LH RH Rear

New

LH RH Rear

- Adopted the optimized engine mounting insulators based on system analysis and on-board
test.
 0000-00 01-3

1. LOCATION OF MAJOR SENSORS ON ENGINE

▶ Major sensors and devices

Injector Glow plug Common rail

Camshaft position sensor Injector Boost pressure sensor

Fuel rail sensor (common Turbocharger vacuum

rail) modulator

Common rail

Knock sensor (one) and

water temperature sensor
Crankshaft position
sensor

HP pump
01-4

2. ENGINE ACCESSORIES RELATED TO ECU

Engine ECU

Location

HFM sensor (HFM 6.0)

To control the engine more precisely, new

functions such as digital signal for intake air mass
have been introduced.
 0000-00 01-5

Accelerator pedal module Fuse

PPS (integrated
two pedal position
sensors) Pre-glow and immobilizer

Relay

Engine main relay 4

IMV

Engine main relay 4

Priming pump Fuel filter

01-6

3. LAYOUT OF PRE-GLOW SYSTEM

Pre-glow indicator (on instrument Fuse
cluster)

Pre-glow

Glow plug

Pre-glow control unit

Pre-glow control
Power
(D20DT: N/A) signal

Ground

B+
Pre-glow complete
Glow plug K-Line
signal
terminals
 0000-00 01-7

4. LAYOUT OF INTAKE SYSTEM

Turbocharger Intake manifold

VGT control Coolant port To respective cylinder

actuator
Exhaust gas

Air cleaner

Turbocharger
Turbocharger
From
Supplying the compressed air by turbocharger intercooler

Boost pressure
sensor

Power Ground

Air cleaner

Voltage output

Turbocharger intercooler

HFM sensor (HFM 6.0) Throttle body

Engine operating: Flap Engine stopped:
open Flap closed
Protension graph
Plug in sensor
Intake duct

Air Turbocharger
cleaner Temperature Intake duct
sensor
01-8

5. LAYOUT OF EXHAUST SYSTEM

PCV oil separator

Cylinder head cover (oil + gas)

Blow-by gas (air

duct hose)
Inlet port

Oil (oil gauge pipe)

The first separation will happen when blow-by

gas passes through baffle plates in cylinder
head cover. Then oil and gas will be separated
due to cyclone effect after entering the oil
separator inlet port. Separated oil returns to oil
pan via oil drain port and the gas will be burnt
again after entering the combustion chamber
through air duct hose via PCV valve that
opens/closes due to pressure differences
between the intake side and crankcase.

VGT Turbocharger E-EGR Valve

Vacuum
modulator

To exhaust
pipe (DOC)

From exhaust manifold EGR cooler

 0000-00 01-9

CDPF Turbocharger vacuum modulator

DOC DPF

Throttle body

EGR cooler
Coolant
port Intercooler
Exhaust
gas Intake
manifold
To water
pump
EGR pipe: Exhaust gas passage for recirculating
the exhaust gas Intake manifold
01-10

6. LAYOUT OF COOLING SYSTEM

Coolant reservoir tank

Return hose

Radiator

Water pump and pipe

Thermostat (internal)

From heater

Radiator

EGR cooler
Reservoir
EEGR cooler (coolant inlet hose)
Coolant port

From
heater
Radiator
Reservoir
Water pump
(coolant inlet hose)
 0000-00 01-11

Oil cooler

Oil cooler Oil filter cap

Oil pressure
switch

Oil cooler Oil filter

Coolant port

Coolant outlet port

Radiator
EGR cooler
PWM electric fan

PWM electric fan unit Fan shroud

Cylinder head

Cylinder head

Radiator
EGR cooler upper hose
Flap door
Electric fan
01-12

7. LAYOUT OF LUBRICATION SYSTEM

Heavy-duty PCV oil separator

Cylinder head
Intake air
cover (oil + gas)
duct hose
(blow-by gas)

Oil gauge pipe

The first separation will happen when blow-by gas

passes through baffle plates in cylinder head
cover. Then oil and gas will be separated due to
cyclone effect after entering the oil separator inlet
port. Separated oil returns to oil pan via oil drain
port and the gas will be burnt again after entering
the combustion chamber through air duct hose
via PCV valve that opens/closes due to pressure
differences between the intake side and
crankcase.
Oil dipstick gauge

Oil pan and baffle plate (integrated type) Oil strainer

Baffle plate
 0000-00 01-13

Cylinder head cover

Low oil pressure warning lamp (on

instrument cluster)

Oil filter and oil cooler

Oil Oil
cooler filter
01-14

8. LAYOUT OF FUEL SYSTEM

▶ Components

Injector Fuel filter and priming pump

Fuel filter

Priming pump
Connector

Returned fuel Fuel filter

from HP pump

Fuel tank
HP pump

Fuel tank

HP pump
Fuel return port

IMV connector

Venturi
IMV connector
Fuel pipe Low pressure fuel supply port

Fuel return port Fuel temperature

sensor
Pressure sensor
in fuel rail
IMV valve

High pressure fuel

IMV connector
High pressure Common rail supply port
fuel pipe (with orifice)
 0000-00 01-15

▶ Schematic Diagram
 0000-00 02-3

1. SPECIFICATIONS
02-4

2) Engine Performance Curve

▶ Output and Torque
 0000-00 02-5

▶ Oil Temperature/Pressure and Boost Pressure

02-6

2. SPECIAL SERVICE TOOLS

1) Using the Special Service Tools on Engine

Injector puller Glow plug socket Injector washer puller

Sealing caps
(fuel line)

HP remover/installer High pressure pipe Cylinder head bolt wrench

remover/installer
 0000-00 02-7

3. TIGHTENING TORQUE
02-8
0000-00 02-9
02-10

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.

(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.
 0000-00 02-11

(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.
02-12

5. MAJOR CHANGES IN D20DT (EU-IV) ENGINE

(COMPARED TO D20DT)
1) Engine Assembly
D20DT Engine EU IV D27DTP Engine
Front view

Left side view

Right side view

 0000-00 02-13

2) Major Changes and Summary

D20DT Engine Remarks

ECU ECU version 3.2 in D20DT engine has

two connectors.
Engine ECU - Version 3.2
1. E-EGR valve system
2. Throttle body system
3. C3I injector system

Injector * Injection nozzle (hole): 7

* Injector label and coding

- D27DTP, D20DT
C3I label
(20 digits: C3I coding)

Layout of E-EGR system * To meet the emission regulation,

especially for reducing NOx, same E-EGR
Throttle body
valve and EGR cooler in power-up engine
(Rexton II) have been introduced.
E-EGR valve

EGR cooler
02-14

D20DT Engine Remarks

HFM 6.0 - HFM 6-ID

(Added digital signal function)

Electrically controlled E-EGR valve * ECU controls the EGR valve directly.
It provides precise EGR control by
transmitting the electric signal of EGR
valve operating position.

* The vacuum modulator for controlling

Vacuum modulator
EGR valve has been deleted.

Vacuum modulator for

turbocharger control

Throttle body * Throttle body is used to prevent the

engine from turning off with fluttering
noise at the moment the air to intake
manifold is blocked by closed flap
when the engine is switched off.
 0000-00 02-15

D20DT Engine Remarks

EGR cooler * To enhance the EGR performance by

making the temperature of exhaust
gas into the intake manifold down, the
Coolant
EGR Gas EGR cooler has been introduced.

Intake manifold Boost pressure sensor* The throttle body and boost pressure
sensor have been installed on the
intake manifold.

Throttle
body

Cylinder head * To enhance the cooling performance,

the coolant port has been introduced.

Coolant port

Cylinder head gasket * To enhance the cooling performance,

the coolant passage has been made
in the cylinder block.

Coolant passage
 0000-00 03-3

1. FUEL SYSTEM - K2006

The C3I injector system is used in D20DT engine.

▶ Injector

Injector (7-way Injection and C3I Coding)

C3I Code
C3I

Fuel nozzle Fuel nozzle

holes (7) holes (7)

- Two nozzle holes are added (currently 7) to the tip of the injector to increase the amount of fuel
injection and to improve injection efficiency according to the increased engine power.
The existing C2I coding (16 digits) is changed to C3I coding (20 digits) to monitor fuel injection and
follow the target value.
- For the D20DT engine, the injector MDP (minimum current for the solenoid in the injector to lift the
nozzle) is leaned only when the engine is running. However, for the D20DT (EURO 4) engine, it is
learned when the vehicle is in motion and the engine is at idle speed.

▶ C3I Label

C3I Label

C3I Code (20 digits)

03-4

1. FUEL FLOW OF D20DT (EURO 4) ENGINE

According to input signals from various sensors, engine ECU calculates driver's demand (position of the
accelerator pedal) and then controls overall operating performance of engine and vehicle on that time. ECU
receives the signals from sensors via data line and then performs effective engine air-fuel ratio controls
based on those signals. Engine speed is measured by crankshaft speed (position) sensor and camshaft
speed (position) sensor determines injection order and ECU detects driver's pedal position (driver's
demand) through electrical signal that is generated by variable resistance changes in accelerator pedal
sensor. HFM (Hot Film Air Mass) sensor detects intake air volume and sends the signals to ECU.
Especially, the engine ECU controls the air-fuel ratio by recognizing instant air volume changes from air flow
sensor to decrease the emissions (EGR valve control). Furthermore, ECU uses signals from coolant
temperature sensor and air temperature sensor, booster pressure sensor and atmospheric pressure sensor
as compensation signal to respond to injection starting, pilot injection set values, various operations and
variables.
 0000-00 03-5

2. COMPONENTS OF FUEL SYSTEM

Injector (7-way Injection and C3I Coding) Fuel filter Priming Pump

C3I

Fuel nozzle
Fuel filter
holes (7)

Priming
pump
Connector

Fuel from Fuel filter

HP pump
Fuel tank
HP pump

Fuel tank

Common Rail

Fuel Line HP Pump

Injector Fuel return Fuel return Fuel

Fuel pipe port port temperature
sensor

Fuel rail pressure sensor IMV valve

Common rail
Venturi IMV
connector
Low pressure
High pressure
fuel supply port
High pressure fuel pip fuel supply port
(orifice included)
03-6

3. HYDRAULIC CYCLE IN FUEL LINE

(TRANSFER AND HIGH PRESSURE LINE)
 0000-00 04-3

1. TIGHTENINF TORQUE
The hose clamps and fasteners should be tightened to the specified tightening torque when
installing/removing the engine and/or components for intake system.

1. Hose between air cleaner and 2. Hose between turbocharger and

turbocharger intercooler

3. Connection on EGR pipes 4. Clamp on inlet hose to intake

manifold and inlet hose to
intercooler
04-4

1. INTAKE SYSTEM LAYOUT

The intake system is equipped with an electric 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.
And, the improved HFM sensor has been adopted to control the intake air volume more precisely.

Uncompressed air

Compressed air

Air cleaner
Ambient air

VGT Turbo Chargera HFM Sensor (ver. 6.0)

Exhaust manifold Temperature

Air coeaner sensor

Exhaust gas Air coeaner Turbo

Intercooler charger Pretension
VGT control actuator graph
 0000-00 04-5

Booster Pressure Sensor Intake Manifold

Supply power To corresponding

Ground Coolant
cylinders
port
Output
voltage

Compressed
air
EGR gas

Throttle body
Normal: flap open Engine stopped:
flap closed
Intake duct

Intake duct

Intercooler

Intake manifold
Turbo charger (Throttle body)
 0000-00 05-3

1. TURBO CHARGER CHECK FOR VGT

1. The turbocharger is sensitive to excessive
vibration coming from external impact.
When exposed to excessive impact or
vibration, the inside mechanism may be
damaged even though the outside is intact.

2. The turbocharger should be kept horizontally. If there is much engine oil in the turbocharger and it is
kept vertically with the turbine housing downward, the engine oil may be provided to variable
mechanism assembled towards the turbine housing, which may lead to a malfunction of the variable
mechanism.

3. Never re-adjust the adjusting screw marked

with yellow paint or the axial end of actuator.
Renew them if you found looseness of the
screw or actuator axle, because they are
shipped after precisely adjusting from the
factory.
4. Do not move or assemble the actuator axle
by grasping it in hands. The actuator axle
may be deformed, which affects the precisely
adjusted value.
05-4

5. After installing to the engine, replenish a small

amount of clean engine oil to the inlet before
connecting the oil inlet pipe of the
turbocharger.
6. Do not let any metal debris enter when
installing to the engine.
7. The engine oil may be provided to the
compressor housing if you rapidly operate the
turbocharger with excessive revolutions
immediately after installing to the engine.

- Do not raise the engine rpm rapidly after

starting the engine.
- Do not raise the engine rpm rapidly after
renewing the engine oil and filter element.
- Do not stop the turbocharger rapidly after
operating at high engine speed.
 0000-00 05-5

1. COMPONENTS
The components of the exhaust system consist of:

1. E-EGR valve: Controlling the EGR valve electrically and sends the valve location signal to ECU
(vacuum modulator control has been deleted).
2. EGR cooler: Decreasing EGR gas (NOx) efficiently by cooling the EGR gas and let it flow to the
intake manifold.

VGT turbocharger Throttle body Intake manifold

Turbocharger intercooler
(intake air)
EGR gas (from EGR
cooler)

Exhaust manifold

EGR pipe

E-EGR valve EGR cooler

E-EGR Coolant
valve
E-EGR To intake
valve Exhaust manifold manifold
 1533-01 08-3

1. OVERVIEW FOR CDPF (EURO IV)

1) General Description
The CDPF (Catalyst & Diesel Particulate Filter) was installed to the Rexton II D27DTP engine previously.
However, it is now installed to the all 2009 DI engine models, except the Actyon Sports. The DI engine
type sinstalled to Rexton are D27DTP, D27DT and D20DT, and their CDPF, related sensor and
operation logic are the same.This section describes the CDPF system (based on Euro IV) which is
installed to the Rexton II D27DTPengine (older model).

2) Compatibility of CDPF System by Vehicle Model

Rexton II: Same CDPF system for D27DTP and D27DT engines (including its components)
Kyron & Actyon: Same CDPF system for D27DT and D20DT engines (including its components)

- The CDPF assemblies installed to the Euro IV D27DTP Rexton II and 2009 Rexton II are
different in their mounting layout, but their front/rear exhaust temperature sensors and
differential pressure sensors are same.

3) System Met with EURO IV Regulations

The Ssangyong vehicles installed with the D27DT engine manufactured from July 2007 to December
2007 comply with the EURO IV regulations. Modified components from the old engine model are as
follow:
- E-EGR valve
- EGR cooler
- Engine ECU (Ver. 3.2)
- HFM senso
- C3I injector
- Electronic throttle valve (body)
- Other engine mounting components
For details about the modified components and system related to the EURO IV regulations, refer to the
2008 Rodius engine service manual.
08-4

2. CDPF (EURO IV) SYSTEM

The CDPF system is only installed to the D27DT engine, and the major changes comparing to the
previous D27DT engine is as follows:

CDPF (Catalyst & Diesel Particulate Filter) and Sensors

Differential Pressure Sensor (ΔP sensor)

Under air cleaner in right side

of engine compartment

As the soot is filtered in the CDPF, the pressure between the front side and the rear side of the filter is
different from each other. If the amount of soot is over 28 g, the soot is burnt in the CDPF. The
combustion is determined depending on the pressure difference, temperature of exhaust gas and
EGR ratio. According to these, the soot filtered by post injection of injector is burnt at 600°C.

Front exhaust gas

temperature sensor

CDPF Exhaust Gas Temperature Sensor

Front Exhaust Gas Tempera-ture Rear Exhaust Gas Tempera-
Sensor: ture Sensor:
Measures the exhaust gas tem- Measures the increased ex-
perature of the exhaust manifold. As it haust gas temperature after
The two temperature sensors is installed in front of the VGT the oxidation process of DOC.
in-side the CDPF are installed turbocharger, it also monitors the If the temperature is below
inexhaust manifold (front exhaust gas tempera-ture coming to 600°C, the post injection
exhaustgas temperature the turbocharger. If the temperature of amount is increased to
sensor) and inDOC (rear the exhaust gas flowing to the increase the temperature.
exhaust gas tempera-ture turbocharger is higher than the
sensor), and perform the fol- specification, the engine lowers the
lowing functions. exhaust gas temperature.
 1533-01 08-5

Throttle Body

CDPF system controls the amount of intake air by controlling the

electronic throttle body. The electronic throttle body has the
following main functions.

CDPF control - added a function that increases the exhaust gas

temperature by closing the throttle valve flap to minimize the intake
air amount by the fuel injection amount during the CDPF
regeneration range with the low engine load range.

ON/OFF control - prevents the engine from turning off with

vibration and noise by closing the throttle body flap to block the
intake air when the engine is stopped.

Duty control - controls the valve inside the throttle body to burn
more EGR gas in the EGR valve operating range.

VGT Turbocharger and Front Exhaust Gas Temperature Sensor

Turbocharger may become weaker if high tem- Front exhaust gas

perature exhaust gas passes through the tur- temperature sensor
bocharger for DPF regeneration process.
The front exhaust gas temperature sensor moni-tors
the temperature of the exhaust gas that flows into the
turbocharger.
If the temperature of the exhaust gas that passes
through the exhaust manifold is higher than the
specification, the ECU decreases the fuel injection
amount and increases the EGR gas intake amount to
decrease the exhaust gas temperature.
08-6

1. OVERVIEW
As the solution for environmental regulations and PM (Particla
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 Oxydation
Catalyst) is reduced. The CDPF (Catalyst & Diesel Particulate
Filter) is anintegrated filter including DOC (Diesel Oxydation
Catalyst) and DPF (Diesel Particulate Filter).

▶ Comparison of throttle body functions based on exhaust emission regulation

Regulated parts are carbon monoxide (CO), nitrogen oxide (NOx), particular matter (PM) and soot in the
exhaust emission, and the particulars of the regulations are prescribed in the following table.
 1533-01 08-7

2.CDPF (EURO IV) SYSTEM CONTROL

1) General Description
As the soot is filtered in the CDPF, it is burnt and removed, and the CDPF is returned to the initial state to
collect the soot. Therefore, the burning procedures in the CDPF can be called as regeneration.
The CDPF assembly is integrated with DOC (at front side) and DPF (at rear side).
The DPF burns the soot with high-temperature exhaust gas (over 600°C). The rear exhaust gas
temperature sensor monitors the temperature of DPF section. If this temperature is below the
regeneration temperature, the ECU increases the post injection period to increase the fuel injection
amount, and consequently to increase the exhaust gas temperature.

Front exhaust gas temperature sensor

(Measuring temperature of exhaust gas in
exhaust manifold)

Rear exhaust gas temperature sensor

(Measuring temperature of exhaust gas
escaping DOC)

- Normally, when the vehicle is driven for 600 ~ 1,200 km, the enough amount of soot to be burnt is
filtered and accumulated in the CDPF. The ECU increase the amount of post injection to increase
the tempeature of exhaust gas up to 600°C so that the soot is burnt. The soot is burnt for
15 ~ 20 minutes.
08-8

2) System Composition for Soot Combustion

When the engine is running in low load range, the temperature of exhaust gas is decreased as the
amount of fuel supplied is decreased. To burn the soot filtered in the CDPF, the control system should
be installed to check the operating range and increase the temperature of exhaust gas by controlling the
amount of fuel supplied and intake air.
Two temperature sensors and one differential pressure sensor monitor the CDPF's operating range.
According to these sensors' information, the throttle flap decreases the intake air entered to the throttle
body. Also, the fuel injection pattern is added to increase the temperature of exhaust gas for soot
combustion.
There are three fuel injection patterns (pilot injection, pre-injection and main injection). As the CDPF is
installed, the post injection pattern is added.

3) Post Injection and Air Mass Control

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 acumulated 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.
 1533-01 08-9

Throttle bodies by engine type

- The throttle valve is controlled by electric signals sent from the engine ECU for optimal fuel
injection volume, engine load and effective combustion of EGR gas according to the Euro 4
regulations. It has following functions by the engine type.
08-10

3. SOOT FILTERING AND BURNING PROCEDURES

1) Operating Procedures of CDPF
The most efficient and practical technology for now is adopted to the diesel particulate filter (DPF).
This system collects the soot from the diesel engine to the filter and burns the soot so that over than 95%
of soot can be removed from the exhaust gas. However, the durability and the cost of additional system
remainas problems.

Firstly, the exhaust gas is passed through the DOC and its temperature is increased as it is oxidized.
The ECU detects the temperature change with two temperature sensors. The CO, HC and partial
particulate material are removed from the exhaust gas (this procedures are the sames as the ones for
the conventional DOC and no sensor is required).

After the exhaust gas is passed through the DOC and oxidized, most of the harmful material is removed
from the exhaust gas. However, to meet the environmental regulations in the future, the soot is filtered
and burnt again in DPF to decrease the particulate material further.

Exhaust
gas

Rear exhaust gas temperature

sensor(Measuring temperature of
exhaust gas escaping DOC)

- The filtered soot is burned whenever the vehicle is driven for 600 ~ 1200 km. The driving distance
can be differed depending on the vehicle’s driving conditions. The soot is burnt for 15 ~ 20
minutes.
 1533-01 08-11

Front temperature sensor Rear temperature sensor

(Measuring the temperature of (Measuring the temperature of exhaust
exhaust gas passedthrough gas passed through DOC)
exhaust manifold)

Differrential pressure sensor Differrential pressure sensor

(Front pressure port) (Rear pressure port)

The exhaust gas enters When the exhaust gas The engine ECU detects the
intoCDPF assembly after enters into the CDPF amount of particulate material
passing through the exhaust assembly, its CO, HC and colected by the information
manifold. (Normal particulate mate-rial are from temperature sensors
temperature of ex-haust gas: reduced as it is oxi-dized in and differential pressure
approx. 250°C) DOC. The remaining snesor. When the soot is
particulate material is accumulated, the pressure
filtered and collected in difference be-tween the front
DPF and the temperature and the rear side occurs.
of exhaust gas is increased Then, the engineECU
to approx. 450 ~500°C. performs the post injec-tion to
raise the exhaust gas
temperature and burn the
collected soot at approx.
600°C.
08-12

2) Fuel Injection During CDPF Regeneration

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 in-formed 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
No illumination throttle body) in order to increase the tem-perature of the
exhaust gas. The driver may not feel any particular difference
from the vehicle.
 1533-01 08-13

▶ Overload of CDPF (warning lamp blinking)

1. If the CDPF cannot reach the regeneration tem-

perature due to low speed driving or other reason during
the regeneration process, the soot is con-tinuously
accumulated in the CDPF. When this condition continues
and the CDPF is overloaded with soot, the engine
warning lamp blinks to in-form this situation to the driver.
In order to solve this problem, drive the vehicle at a speed
2. of approx. 80 km/h for 15 to 20 minutes to perform the
CDPF regeneration process.
If the engine warning lamp on the instrument clus-ter
Blinking
3. blinks, the CDPF is overloaded. In this case, perform the
step 2.

▶ 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 accumu-lated in the
CDPF cannot be burnt 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.
3. To solve this problem, blow soot between the en-gine and
Illumination
exhaust system several times and erase the related DTC.
Then, check if the same DTC is regenerated again. If so,
check the DTC related to the differential pressure sensor.

Actually, the DTC for the CDPF is generated more often by the component related to the CDPF system,
such as the differential pressure sensor, than by excessive soot in the CDPF.
08-14

4. COMPONENTS OF CDPF SYSTEM

1) Mounting Condition and Location

Differential Pressure Sensor Rear exhaust gas

Engine compartment temperature sensor
(RH)

Rear pressure
port

Differential
Front pressure port pressure
sensor

CDPF assembly

Front Exhaust Gas Throttle Body

Temperature Sensor

Front exhaust gas

temperature sensor
 0000-00 07-3

1. SPECIFICATIONS
Engine Oil Quality class Ssangyong genuine engine oil (Approved by MB
Sheet 229.1 or 229.3 or 229.31 for DSL/GSL ENG
without CDPF)
(Approved by MB Sheet 229.31 for DSL ENG with
CDPF)
Viscosity: MB sheet No. 224.1
Capacity Standard: 9.3ℓ (max: 8.3 ℓ, min: 6.8 ℓ)
Service EU Initial check: 5,000 km, and replenish if necessary,
interval change every 20,000 km or 12 months (But,
shorten the service interval under severe condition)

General Initial change: 5,000 km, change every 15,000 km

or 12 months (But, shorten the service interval
under severe conditions)
Engine oil filter Same interval with the engine oil
Oil filter relief valve opening pressure 5.8±0.3 bar

* What’s 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

1. LAYOUT OF LUBRICATION SYSTEM

PCV Oil Separator

Cylinder head cover (oil + gas)

Oil (gauge pipe)

Inlet port

Oil (gauge pipe)

The first separation will happen when blow-by gas

passes through baffle plates in cylinder head cover.
Then oil and gas will be separated due to cyclone
effect after entering the oil separator inlet port.
Separated oil returns to oil pan via oil drain port and
the gas will be burnt again after entering the
combustion chamber through air duct hose via
PCV valve that opens/closes due to pressure
differences between the intake side and crankcase.

Oil dipstick gauge

Oil Pan & Baffle Plate (Integrated type) Oil Strainer

 0000-00 07-5

Low Oil Pressure Warning Lamp (Instrument

Cluster)

Oil Filter & Oil Cooler

Oil cooler Oil filter

Cylinder Head Cover Oil Pressure Switch

07-6

2. SCHEMATIC DIAGRAM
 0000-00 08-3

1. LAYOUT OF COOLING SYSTEM

Water Pump Coolant Port

Port to EGR cooler

Coolant reservoir

Radiator

PWM Fan Assembly EGR Cooler

PWM fan unit From coolant port

Fan Flap door To water pump

08-4

1. COMPARISON IN COOLING SYSTEM FOR EACH ENGINE

For the D20DT (EURO4) engine, the cooling system is equipped with E-EGR cooler and the water pump
which its capacity is improved according to the additional coolant line in the cylinder block.
 0000-00 08-5

2. SCHEMATIC DIAGRAM
Coolant Flow in Engine

- Cylinder block side

Block #5 → Oil cooler → Heater → Heater water pump inlet pipe → Water pump
- Cylinder head side
Cylinder head → Coolant outlet port (intake #1) → Radiator → Water pump
 0000-00 09-3

1. SPECIFICATIONS
Description Unit Specification
Starter Type - WP220
Output power KW 2.2
No load test (12 volts) A 160
Drive pinion speed at no load rpm 4500
Drive pinion speed at load rpm/A 1700/430
Brush length mm 18
Armature diameter mm 55
Armature run-out mm 0.1
Segment groove depth mm 21.7
Alternator Type - CSI128D
Output voltage/current V/A PTC equipped vehicle: 12V-140A
FFH equipped vehicle: 12V-115A
Regulator type - ←
Regulating voltage V 14.6
Brush Length mm 12.5
Quantity - 2
Wear limit mm 7
Battery Type - MF
Capacity AH 12V - 90AH
Glow plug Reserved capacity RC 160
Type - Seized type
Rated voltage - 11.5
Circuit connection - Parallel
Preheating time sec Max. 60 (at-35℃)
09-4

2. SPECIAL SERVICE TOOL

Name Description

Glow plug remover Tool for removing the glow plug from cylinder head
 0000-00 09-5

1. LAYOUT OF PRE-GLOW SYSTEM

The pre-glow system in D20DT engine has four glow plugs. And, the terminal T for pre-glow completion
signal is not used since the remote start function has been deleted.

Engine ECU Pre-glow Indicator

(Instrument cluster)

Glow Plug Control Relay

Glow Plug
G5 terminal IG1 power Pre-glow control
Tightening torque deleted terminal signal (ECU 113)
15 ±3 Nm
K-Line Battery
(ECU 34) main
cable

Glow plug Not available for the

Ground
terminals vehicle without
terminal remote start function
(#1~#4)
09-6

▶ Circuit Diagram

▶ Specifications

Description Specification
Rated voltage DC 12V
Operating voltage DC 8~15V
Operating temperature -40 ~ 100°C
Relay operating voltage Over 6.5V
Relay OFF voltage OVER 1.5v
Relay coil resistance 11.3Ω
Voltage drop Below 150Mv in each glow plug (Current: 16A)
Parasitic current Max. 1mA
 0000-00 09-7

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

1. Pre-heating
If normal communication with the ECU is established 2 seconds after the power is supplied to the IGN
terminal from the battery, the ECU supplies the battery voltage to glow plugs.
- The time for pre-heating is controlled by the ECU.

Pre- Coolant -35°C -25°C -20°C -10°C 0°C 10°C 20°C

heating temperature
Operating time 31s 22s 19s 17s 14s 0s 0s

Operating - IGN: ON Stop - Time-out

conditions - B+: below 15.2 V conditions - IGN: OFF
- when engine cranking

2. Post-heating during engine running

The post-heating controlled by ECU begins its operation after engine start
- The time for post-heating controlled by the ECU starts from engine start. This improves the idling
conditions and reduces the emission and noise.

Post- Coolant -30°C -20°C -10°C 0°C 10°C 20°C 35°C

heating temperature
Operating time 115s 80s 30s 19s 11s 11s 0s

Operating - after engine start Stop -Time-out

conditions conditions - Torque: 190/170Nm
- rpm: 2100/2050

2) System Check
▶ Glow Plug
- Check for short in each glow plug
- Check for open due to over-voltage in each glow plug
- Check for open to ground in glow plug

▶ Forced Shut-off of Relay

- When the glow plug circuit is open to ground.
09-8

▶ K-Line Communication
- ECU starts to communicate by sending the result to pre-glow timer relay through K-Line.
- Pre-glow timer relay sends the message with self-diagnosis data for glow plug to ECU.
- The glow plug responses only for request.
- ECU starts self-diagnosis operation from 2 seconds after power input.
- Communication error occurs when:
· No response from pre-glow module for a certain period of time
· Checksum error
· Insufficient byte

3) DTC
DTC Description Error
P1678 GCU circuit is open GCU circuit is open
P1679 GCU circuit is short GCU circuit is short
P1680 GCU circuit is short to ground GCU circuit is short to ground
Communication error Communication error between ECU and
P1676
GCU
Defective GCU Communication error between ECU and
P1677 GCU
P0671 GCU channel 3 opened circuit GCU channel 3 circuit is open
P0672 GCU channel 4 opened circuit GCU channel 4 circuit is open
P0674 GCU channel 1 opened circuit GCU channel 1 circuit is open
P0675 GCU channel 2 opened circuit GCU channel 2 circuit is open
 8510-23 12-3

1. SYSTEM DESCRIPTION
1) System Description

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 38 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

2) 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 roadsyy .
- Do not use in heavy traffic.
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.
 8510-23 12-5

2. CONFIGURATION
1) Circuit Diagram

The engine ECU detects the operating conditions of cruise control system, and monitors the braking
performance, vehicle speed, road conditions and ESP system operation. If the engine ECU determines
that there are not any problem to drive in cruise control mode, the vehicle can be operated by cruise
switch signals (decelerating, accelerating, cruising).
12-6

2) Configuration

▶ Test voltage(VCC 5V)

FUNCTION KEY VOLUE REMARK

MAIN 0.15 ~ 0.55V -
DECEL 0.7 ~ 1.1V -
ACCEL 1.6 ~ 2.0V -
RESUME 2.52 ~ 2.92V -
 8510-23 12-7

3. OPERATION
1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36 km/h and
less than 150 km/h.
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.
Now, the vehicle is cruised by this system with the set speed. You don't need to use the accelerator
3. pedal.
Refer to the following pages for details of operation.
4.

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.
12-8

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) When the cruise control system is not running

To increase the speed with the cruise control system while the system is not running, follow the
procedures below.

1. Accelerate using the accelerator pedal over 36 km/h.

2. Push up the ACCEL switch of the cruise control lever and hold it. And then release the accelerator
pedal slowly.
3. When the desired speed is reached, release the lever.

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

To increase the vehicle speed in stages while the cruise control system is running, follow the procedures
below.

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. When you operate a tap-up switching,
the vehicle is accelerated for 1.3 km/h over the previous set speed.
2. If you want to accelerate for 13 km/h, operate the tap-up switching ten times without accelerating with
the cruise control system.
 8510-23 12-9

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

To decrease the vehicle speed with the cruise control system when the system is not running, follow the
procedures below.
1. Push down the cruise control switch lever to DECEL side and hold it until the desired speed is
reached while the vehicle speed is over 36 km/h.
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

To decrease the vehicle speed in stages while the cruise control system is running, follow the
procedures below.
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. When you operate a tap-down
switching, the vehicle is decelerated for 1.0 km/h below the previous set speed.
If you want to decelerate for 10 km/h, operate the tap-down switching ten times without the brake pedal
2. intervention.
12-10

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pulling up 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.

But the driver should know the previous set speed to react to the changed vehicle speed properly. If the
vehicle speed increases abruptly, depress the brake pedal to adjust the vehicle speed properly.
 8510-23 12-11

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 or When ESP is activated.

2. When the cruising speed is downed less than 34 km/h
3. When applying the parking brake during driving.
4. When using the clutch in order to shift (M/T only).

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

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
When the rapid acceleration is applied without acceleration pedal intervention.
2. When the cruise control lever is faulty.
3. When the brake switch and the brake light switch input signal are implausible.

When the cruise control function is cancelled abnormally or intermittent problems occur, stop the vehicle
and turn off the ignition switch and remove the key to reset the system. After a while, turn on the ignition
switch again to operate the cruise control system.

1. Do not move the shift lever to Neutral position while driving with the cruise control turned on.
Otherwise, it may result in system malfunction or accidents.
2. Always be prepared to use the brake or accelerator pedal for safe driving while the cruise control
system is running.
3. The actual speed can be different from the set speed momentarily when driving on a uphill or
downhill. So, it is recommended to disable the cruise control function on a uphill or downhill. hen
driving on a steep hill use the engine brake and foot brake properly to protect the vehicle system
and for a safe driving.
4. Ensure that the safe distance is maintained and use the brake pedal if needed.
NO DATA
 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

Idler pulley No. 2

Water pump pulley

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

Washer fluid
reservoir cap

Fuse & relay

Air cleaner

Battery

Engine oil dipstick Power steering fluid

gauge reservoir

- 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 Diesel EU Change every 20,000 km
element (The service 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)
Gasoline Clean every 15,000 km, replace every
60,000 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)
01-8

2) Specification and Capacity

Engine oil Specification Quality class: Ssangyong genuine engine oil (Total Quartz INEO
ECS 5W 30, SK ZIC SY 5W 30) or oil Approved by MB Sheet
229.51
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)
 0000-00 01-9

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.
01-10

(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.
 0000-00 01-11

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.
01-12

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 -
 0000-00 01-13

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)
01-14

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 -
 0000-00 01-15

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 0.5 to 0.31 mm -
Camshaft Axial end play Intake 0.1 to 0.35 mm -
Exhaust 0.1 to 0.35 mm -
Camshaft position Distance between Camshaft position sensor 0.20 to 1.80 mm -
sensor and sprocket
Valve Clearance between Intake 0.6 to 1.0mm -
valve and piston
Exhaust 0.6 to 1.0mm -
Valve recess Intake 0.6 to 1.0mm -
Exhaust 0.6 to 1.0mm -
Cylinder block Piston protrusion 0.475 to 0.745mm -
Piston ring TOP ring end gap 0.20 to 0.35 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 0.475~0.540 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

5. MAJOR CHANGES
Front mounting insulator(LH, RH)
Old New

LH RH LH RH

- The optimized engine mountings have been introduced after performing the system analysis and
on-vehicle test.

Rear mounting insulator

Old New

- The optimized engine mountings have been introduced after performing the system analysis and
on-vehicle test.
02-14

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
 0000-00 02-15

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
02-16

(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
 0000-00 02-17

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
02-18

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.
 0000-00 02-19

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

02-20

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
 0000-00 02-21

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
02-22

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".

 0000-00 02-23

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
02-24

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

 0000-00 02-25

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

02-26

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)
 0000-00 02-27

▶ 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)
02-28

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

 0000-00 02-29

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
02-30

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
 0000-00 02-31

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
02-32

(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
 0000-00 02-33

(5) Timing gear case cover

Timing gear case cover (TGCC)

Timing gear case cover Oil seal

Screw plug
02-34

▶ 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.
 0000-00 02-35

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

02-36

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

 0000-00 02-37

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

02-38

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
 0000-00 02-39

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
02-40

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
 0000-00 02-41

(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.
02-42

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 -
 0000-00 02-43

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

02-44

(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
 0000-00 02-45

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

02-46

(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
 0000-00 02-47

4) Cylinder Block
(1) Overview
The major dimensions in D20DTR are similar to
D20DT 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
02-48

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.
 0000-00 02-49

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) Injector (C3I)

Pre-injection, main injection,

Engine control by various after-injection by signals from
signals ECU

HFM sensor

Measuring intake air mass and

temperature

Crankshaft position sensor Fuel tank Camshaft position sensor

Measuring engine rpm Fuel metering by sender 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

T-MAP sensor Fuel rail assembly

Relieving the pulsation.

Measuring booster pressure Measuring the fuel pressure.
and temperature Distributing the fuel to injectors.
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
Filter type Dry, filter element
Initial resistance Max. 300 mmAq
Air cleaner element
Service interval EU: Change every 20,000 km
GEN: Change every 15,000 km
Weight 103.9 kg
Air cleaner assembly
Operating temperature -30 ~ 100˚C
Core material Aluminum
Size 614W x 192H x 30T
Intercooler 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

2. COMPONENTS * 세부제어로직은 엔진제어편 참조

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

Atmospheric pressure, RPM

signal
Improves engine power E-VGT duty control
Transfers driver's will to
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 662.1W x 510H x 27T
(over 337,600mm²)
Flow type Cross flow
Min. cooling capacity over 72,000 kcal/h
Antifreeze Type Long life coolant
Mixing ratio
(water:antifreeze) 50 : 50

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.

- 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
Operating voltage 6 ~ 16 V
Maximum temperature 1000 ~ 1115°C
Operating temperature 18 seconds after ignition ON: 980~1100°C
60 seconds after ignition ON: 980~1100°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.
ECU receives the data (engine rpm, coolant temperature, vehicle speed) through CAN lines. Based on the
data, GCU controls the pre-glow, cranking and post-glow. It also checks the glow plugs, and sends the
result to ECU.

(1) Temperature/Current Properties of GCU

1. GCU increases the temperature of glow plug very rapidly (approx. 2 seconds up to 1000°C)
2. FETs (similar to transistor) for each cylinder are integrated in GCU. During the pre-glow period, battery
voltage is supplied to the glow plugs directly to heat them rapidly.
3. After getting the desired temperature by pre-glowing, the temperature is controlled by duty ratio.

GCU PWM control Voltage pattern in actual step

Frequency:
20~33Hz
PWM control duty
ratio
- 1st step: 100%
- 2nd step: 35%
- 3rd step: 23%

This describes the voltage supplying types to glow plugs. This shows the supplying voltage and
time by GCU in each step. The 3rd
step is the period to keep the
temperature.

(2) Operation Type of GCU

1. Duty control area:

2. Between 5 and 100%
3. Frequency: 20 Hz
Duty ratio = (RMS voltage)²
(Battery voltage)²
10-8

(3) Operation

▶ 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.

Input power VB(V) Arrival time T1(s)

6 8.27
7 5.8
8 4.1
9 3.15
10 2.4
11 1.95
≥ 11.5 1.9

- 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
- (T1).

The time for pre-heating by coolant temperature can vary slightly depending on e.g. other vehicle
operation elements.
 1413-00 10-9

▶ 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
(approx.)
Post-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.
10-10

▶ Normal operation mode

This shows the pre-glow and post-glow step as a chart.
 1413-00 10-11

▶ Operation when there is no engine start signal (cranking) after ignition ON

 1461-01 11-3

1. SPECIFICATION
Description Specification
Capacity 12 V, 2.3 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. SYSTEM DESCRIPTION
1) System Description

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 38 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

2) 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 roadsyy .
- Do not use in heavy traffic.
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.
 8510-23 12-5

2. CONFIGURATION
1) Circuit Diagram

The engine ECU detects the operating conditions of cruise control system, and monitors the braking
performance, vehicle speed, road conditions and ESP system operation. If the engine ECU determines
that there are not any problem to drive in cruise control mode, the vehicle can be operated by cruise
switch signals (decelerating, accelerating, cruising).
12-6

2) Configuration

▶ Test voltage(VCC 5V)

FUNCTION KEY VOLUE REMARK

MAIN 0.15 ~ 0.55V -
DECEL 0.7 ~ 1.1V -
ACCEL 1.6 ~ 2.0V -
RESUME 2.52 ~ 2.92V -
 8510-23 12-7

3. OPERATION
1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36 km/h and
less than 150 km/h.
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.
Now, the vehicle is cruised by this system with the set speed. You don't need to use the accelerator
3. pedal.
Refer to the following pages for details of operation.
4.

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.
12-8

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) When the cruise control system is not running

To increase the speed with the cruise control system while the system is not running, follow the
procedures below.

1. Accelerate using the accelerator pedal over 36 km/h.

2. Push up the ACCEL switch of the cruise control lever and hold it. And then release the accelerator
pedal slowly.
3. When the desired speed is reached, release the lever.

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

To increase the vehicle speed in stages while the cruise control system is running, follow the procedures
below.

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. When you operate a tap-up switching,
the vehicle is accelerated for 1.3 km/h over the previous set speed.
2. If you want to accelerate for 13 km/h, operate the tap-up switching ten times without accelerating with
the cruise control system.
 8510-23 12-9

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

To decrease the vehicle speed with the cruise control system when the system is not running, follow the
procedures below.
1. Push down the cruise control switch lever to DECEL side and hold it until the desired speed is
reached while the vehicle speed is over 36 km/h.
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

To decrease the vehicle speed in stages while the cruise control system is running, follow the
procedures below.
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. When you operate a tap-down
switching, the vehicle is decelerated for 1.0 km/h below the previous set speed.
If you want to decelerate for 10 km/h, operate the tap-down switching ten times without the brake pedal
2. intervention.
12-10

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pulling up 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.

But the driver should know the previous set speed to react to the changed vehicle speed properly. If the
vehicle speed increases abruptly, depress the brake pedal to adjust the vehicle speed properly.
 8510-23 12-11

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 or When ESP is activated.

2. When the cruising speed is downed less than 34 km/h
3. When applying the parking brake during driving.
4. When using the clutch in order to shift (M/T only).

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

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
When the rapid acceleration is applied without acceleration pedal intervention.
2. When the cruise control lever is faulty.
3. When the brake switch and the brake light switch input signal are implausible.

When the cruise control function is cancelled abnormally or intermittent problems occur, stop the vehicle
and turn off the ignition switch and remove the key to reset the system. After a while, turn on the ignition
switch again to operate the cruise control system.

1. Do not move the shift lever to Neutral position while driving with the cruise control turned on.
Otherwise, it may result in system malfunction or accidents.
2. Always be prepared to use the brake or accelerator pedal for safe driving while the cruise control
system is running.
3. The actual speed can be different from the set speed momentarily when driving on a uphill or
downhill. So, it is recommended to disable the cruise control function on a uphill or downhill. hen
driving on a steep hill use the engine brake and foot brake properly to protect the vehicle system
and for a safe driving.
4. Ensure that the safe distance is maintained and use the brake pedal if needed.
 1793-00 13-3

1. SPECIFICATION
Item Specification
EGR response time 50 ms
Motor
Driven by DC motor
Valve EGR gas flow rate 120 kg/h
Sensing type Hole sensor
E-EGR valve
Supplied voltage 5V ± 10%
Position sensor Maximum signal
5% ~ 95%
range
Maximum power
＜15mA
consumption
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 195L
Shell SUS430J1L X 1.5t
CDPF Canister
End Cone SUS430J1L X 2.0t (Single)
Catalyst Capacity 4.2L
CDPF
Material of Filter AT (Aluminum-Titanium Alloy)
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.
Turned off 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)

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)

Illuminating

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

sensor DOC+DPF

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
and controls the EGR to lower the Injector (C31)
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

The injection method in D20DTR engine has three steps;
Pilot injection, Main injection, Post injection

▶ Post injection
The post injection is the injection process after main injection and consists of ‘After injection”,
“Post 1 injection” and “Post 2 injection”. All of post injections are to reduce the PM and harmful
exhaust gas. The post injection does not make the actual output. The post injection activates the fuel by
injecting the fuel to the incompletely combusted gas after primary combustion. Through the process, the
PM and smoke in the exhaust gas could be reduced. There are totally 7 injections as shown in the
figure. However, all of 7 injections are not performed during driving because it decreases the fuel
economy. Totally 5 injections can be performed in one cycle.
 2412-02 14-17

6. ELECTRIC CIRCUIT DIAGRAM

14-18

7. CAUTIONS
1) Designated Engine Oil for CDPF (Low Ash Oil)
1. Need to use the designated engine oil for CDPF
- The smoke from the vehicle may generate the particle material in the ambient air. CDPF is the
device to reduce the smoke by collecting and recycling it. To ensure the performance of CDPF,
the designated engine oil should be used.
- The smoke including combusted sulfur in fuel cannot be recycled in CDPF. This smoke
generates the ash, resulting in clogging the filter.

2. Advantages when using the designated engine oil for CDPF

- Reduces the amount of ash
- Improves the fuel economy and reduces the CO2
- Increases the life span of engine oil
- Available for all engines (diesel and gasoline)

3. Problems when using non-designated engine oil for CDPF

- Decreases the life span of engine oil due to accumulated ash in DPF (around 30%)
- Decreases the fuel economy due to friction resistance, exhaust gas resistance and frequent
recycling process of DPF

The fuel containing high sulfur may cause the same problems.

2) Do Not Use the Fuel Containing High Sulfur

1. Producing white smoke during recycling
- The sulfur in exhaust gas is changed to sulfate gas during exhaust process. This sulfate gas is
shown as white smoke.

2. Producing odor during recycling

- The sulfur after oxidation may produce the odor.

3. Accumulation of ash
- The sulfur accumulated in DPF cannot be recycled. It reduces the life span of DPF.

3) White Smoke
The white smoke can be generated when the exhaust gas is recycled in DPF. There are two reasons as
below.
- Saturated vapor
- Sulfate
 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 700 ± 50 (P/N), 600 ± (D)
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 Oxygen sensor Glow plug IMV

Front EGT sensor

Differential pressure
sensor

Injector (C3I) HFM (air mass/ Camshaft position Variable swirl valve
temperature) sensor actuator
 0000-00 15-5

Fuel temperature Coolant 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
- STICS
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

This is the injection before main injection. This consists of 1st and 2nd pilot injection, and Pre-injection.
The steps are normally used to control the NOx, noise, idle stability and engine vibration. Inject a small
amount of fuel before main injection prevents the instant high combustion temperature. It reduces the
NOx and decreases the engine noise and vibration. The main injection produces the actual output. The
vehicle output is based on the main injection. The post injection is the injection process after main
injection and consists of ‘After injection”, “Post 1 injection” and “Post 2 injection”. All of post
injections are to reduce the PM and harmful exhaust gas. The post injection does not make the actual
output. The post injection activates the fuel by injecting the fuel to the incompletely combusted gas after
primary combustion. Through the process, the PM and smoke in the exhaust gas could be reduced.
There are totally 7 injections as shown in the figure. However, all of 7 injections are not performed
during driving because it decreases the fuel economy. Totally 5 injections can be performed in one
cycle.
15-12

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
 0000-00 15-13

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.
15-14

(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.
 0000-00 15-15

(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.
15-16

- 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.
 0000-00 15-17

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.
15-18

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
 0000-00 15-19

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.
15-20

(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.
 0000-00 15-21

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

15-22

(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).
 0000-00 15-23

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.
15-24

(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

 0000-00 15-25

B. Input/Output for variable swirl valve

15-26

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.
 0000-00 15-27

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.
15-28

(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 temperature
sensor sensor

E-EGR cooler

HFM (intake air T-MAP Electric throttle Accelerator pedal D20DTR

temperature) sensor body module ECU
 0000-00 15-29

C. Input/Output of E-EGR system

15-30

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).
 0000-00 15-31

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.
15-32

(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
 0000-00 15-33

C. Input/Output for E-VGT system

15-34

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.
 0000-00 15-35

(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)
15-36

C. Input/Output for oxygen sensor

 0000-00 15-37

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.
15-38

(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

temperature) pressure sensor module compressor
 0000-00 15-39

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

15-40

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 -
 0000-00 15-41

(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 Fuse 1(40A)

PTC 1 relay
PTC Fuse 2 (40A)
PTC 2 relay

PTC 3 relay
PTC Fuse 3 (40A)
15-42

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
 0000-00 15-43

D. PTC operation process

The PTC operating condition (ON) is controlled in two steps.
Basically, the engine ECU controls the relay to supply the power to PTC according to the coolant
temperature sensor and ambient temperature sensor.

▶ 1st step (initial operation of PTC)

- Coolant temperature < 15°C: PTC ON
- Coolant temperature ≥ 15°C: PTC ON after satisfying the conditions in 2nd step

▶ 2ndt step (coolant temperature ≥ 15°C)

- Coolant temperature ≤ 65°C and intake air temperature ≤ -10°C: PTC ON
- Coolant temperature < 60~65°C and intake air temperature < -10~0°C: PTC ON
- Coolant temperature ≤ 60°C and intake air temperature ≤ 0~5°C: PTC ON

▶ Stop (OFF) conditions

- A/C blower switch OFF

- Defective ambient air temperature sensor (including open or short circuit)
- Engine cranking
- Low battery voltage (below 11V)
- During pre-glow process (glow indicator ON)
15-44

(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

 0000-00 15-45

▶ 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.
15-46

(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
 0000-00 15-47

C. Input/Output for CDPF control

15-48

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
 0000-00 15-49

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.
15-50

3) Input/Output for CAN communication

 0000-00 01-3

1. STRUCTURE AND COMPARISON

▶ D27DT (EU IV) Engine - Front View

▶ D27DT (EU IV) Engine - Top View

01-4

▶ D27DT (EU IV) Engine - Side View

▶ D27DT (EU IV) Engine - Left Side View

 0000-00 01-5

▶ D27DT Engine (General) - Front View

▶ D27DT Engine (General) - Top View

01-6

▶ D27DT Engine (General) - Side View

▶ D27DT Engine (General) - Left Side View

 0000-00 01-7

2. ENGINE SPECIFICATIONS AND PERFORMANCE CURVE

1) Specifications
01-8

2) D27DT Engine Performance Curve

(1) Output and Torque

(2) Oil Temperature/Pressure and Boost Pressure

 0000-00 01-9

3. TIGHTENING TORQUE
This table shows the tightening torques for removal/mounting and disassembly/reassemly of the
engine.
01-10
0000-00 01-11
01-12

4. MAJOR CHANGES IN D27DTP (POWER UP) ENGINE

(COMPARED TO D27DT)
The shape and size of D27DTP (POWER UP) are slightly different from those of D27DT engine
but the basic configuration of two systems is almost same.

1) Engine Assembly
 0000-00 01-13

2) Major Changes and Summary

01-14
0000-00 01-15
01-16
0000-00 01-17
01-18
0000-00 01-19
01-20
 0000-00 01-21

5. GUIDELINES FOR SERVICE WORKS

1) For Safety

To perform the service works easily and safely, the service technicians must keep the proper
working procedures and rules.
This manual provides the useful instructions to the service technicians so that they can perform
the service works with standard working process, skills, tips in time.
Please read this manual and follow the instructions carefully.

Signal words such as “CAUTION” and “NOTE” have special meanings.

indicates information to assist maintenance and instructions.

indicates a potentially hazardous situation which, if not avoided, could result in death or
serious injury.

indicates a potentially hazardous situation which, if not avoided, may result in minor or
moderate injury or property damage.

However, above references and cautions cannot be inclusive measures, so should have habits of
paying attentions and cautions based on common senses.
01-22

2) Cautions on Service Procedures

1. Before lifting up the vehicle with a lift, correctly support the lifting points.
2. When using a jack, park the vehicle on a level ground and place the wheel chocks under the
tires. Position the jack under the frame and lift up the vehicle and then support with chassis
stand before service work.
3. Make sure to disconnect the negative (-) cable from the battery to prevent any damage to
electric systems.
4. If you have to work on vehicle, cover the seats and floor with protection covers to avoid any
damage and contamination.
5. Brake fluid and anti-freeze can damage the painted surface of body. So carefully handle them
during service work.
6. To improve the efficiency of service work, use only recommended and specified tools.
7. Use only Ssangyong genuine spare parts.
8. Never reuse the cotter pin, gasket, O-ring, oil seal, lock washer and self-locking nut. Replace
them with new ones. If reused, normal functions cannot be maintained.
9. Store the disassembled parts as a set based on disassembly order and unit.
10.Pay particular attention not to miss or mix the fasteners.
11.If necessary, especially for inspection, clean the removed parts completely.
12.Apply the oil or grease on the running and sliding surfaces before installation. Use the specified
sealant and gasket to prevent leakage if necessary.
13.Tighten the fasteners with the specified tightening torque.
14.As a final stage of service work, check if the serviced system is working properly and the
problem has been eliminated clearly.
 0000-00 01-23

3) 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 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 is not any interference while servicing.
01-24

▶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.

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.

▶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 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 makes cause a fire and personal
injury.
 0000-00 01-25

6. 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.
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.
- Aluminum alloy: Tighten to 80 % of above torque table.
- Plastics: Tighten to 20 % of above torque table.
01-26

1. ENGINE COMPARTMENT
The major changes due to the newly adopted engine compared to D27DT engine are as follows:
0000-00 01-27
01-28

▶ Engine Compartment Layout

1. Engine assembly 14.FFH Assembly (Only for vehicle with FFH)

2. Engine oil dipstick 15.Power steering oil tank
3. Vacuum pump 16.Engine oil filler cap
4. Oil filter and cooler 17.Fan shroud
5. Fuel filter and priming pump 18.E-EGR Valve
6. Brake booster 19.High-capacity PCV oil separator
7. Brake oil tank 20.HFM sensor (6.0)
8. AQGS unit 21.VGT turbo charger
9. Washer fluid filler cap 22.Air cleaner housing
10.Engine compartment fuse box 23.2Coolant surge tank
11.PTC relay box 24.ABS/ESP HECU (Including TPMS function:
12.Battery optional)
13.Vacuum modulator (for VGT turbo charger) 25.Exhaust gas FRT Temp. sensor (T3)
 0000-00 01-29

▶ Major Sensors and Components

01-30

2. SYSTEMS IN ENGINE COMPARTMENT

1) Engine Accessories Related to ECU
0000-00 01-31
01-32

2) Preheat System
 0000-00 01-33

3) Fuel System
01-34

▶ Fuel Supply System

 0000-00 01-35

4) Lubrication System
01-36

5) Cooling System
 0000-00 01-37

6) Intake System
01-38

7) Exhaust System
 1212-01 02-3

1. D27DT ENGINE STRUCTURE

1) Major Components in Engine and Engine Compartment
The advanced electronically controlled D27DT engine that has high pressure fuel system has
been introduced to this vehicle. It satisfies the strict emission regulation and provides improved
output and maximum torque.

1. Coolant reservoir 6. Fuse box 11. EGR valve

2. FFH device 7. Battery 12. Air cleaner assembly
3. Brake fluid reservoir 8. Fuel filter 13. Turbo charger
4. Washer fluid reservoir 9. Power steering pump 14. Oil dipstick
5. Common rail 10. Priming pump
02-4

2) Engine Structure

Front View

Rear View

1. TVD (Torsional Vibration Damper) 7. Viscos fan clutch 13. Oil filter
2. Air conditioner compressor 8. Auto tensioner pulley 14. Vacuum pump
3. Power steering pump pulley 9. Auto tensioner 15. Crank position sensor
4. Idle pulley 10. Poly-grooved belt 16. EGR valve
5. Coolant pump pulley 11. Cam position sensor 17. Power steering pump
6. Alternator 12. Drive plate (MT: DMF) 18. EGR to center pipe
 1212-01 02-5

Top View

19. Cylinder head cover 24. Fuel pipe 29. Booster pressure sensor
20. Intake manifold 25. Injector 30. PCV valve and oil separator
21. Water outlet port 26. Fuel return line 31. Oil dipstick
22. Common rail 27. Oil filler cap 32. EGR-LH (#1) pipe
23. Fuel pressure sensor 28. Glow plug
02-6

Left Side View

Right Side View

33. Cylinder head 38. EGR-RH (#3) pipe 42. Turbo charger booster vacuum
34. Cylinder block 39. PCV valve and oil separator modulator
35. Oil pan 40. Oil dipstick 43. EGR valve vacuum modulator
36. Drain plug 41. High pressure pump 44. EGR valve
37. Turbo charger 45. Exhaust manifold
 1212-01 02-7

2. SPECIFICATIONS
02-8

3. ENGINE PERFORMANCE CURVE

▶Output and Torque
 1212-01 02-9

▶Oil Temperature/Pressure and Boost Pressure

02-10

4. TIGHTENING TORQUE
1212-01 02-11
02-12
 1881-09 03-3

1. MAJOR CHANGES IN FUEL SYSTEM OF D27DTP (POWER

UP) ENGINE
There are some changes in the parts related to the fuel system due to the newly adopted
D27DTP (POWER UP) engine. The major changes are as follows. Refer to the next pages for
further details.

1) Injector
· Two nozzle holes are added (currently 7)
D27DTP & D27DT (EU IV)
to the tip of the injector to increase the
amount of fuel injection and to improve
injection efficiency according to the
increased engine power.
· The existing C2I coding (16 digits) is
changed to C3I coding (20 digits) to
monitor fuel injection and follow the target
value.
· For the D27DT engine, the injector MDP
D27DT (minumum current for the solenoid in the
injector to lift the nozzle) is leaned only
when the engine is running. However, for
the D27DTP engine, it is learned when the
vehicle is in motion and the engine is at
idle speed.
03-4

2) Common Rail

D27DTP & D27DT (EU IV) · The orifice is added to the connection to
the fuel pipe of the HP pump to prevent
the fuel pulsation by the fuel supply and
fuel cut according to the increase of
injected fuel volume. (It is also installed on
the connection of the high pressure fuel
supply line of the HP pump.)

D27DT
 1881-09 03-5

3) Fuel Rail - Chrome Color

· The I.D and O.D of the fuel rail between
D27DTP & D27DT (EU IV)
HP pump and common rail are increased
* Fuel pipe (Common rail → Injector) according to the increased amount of fuel
injection.
Also, the engine ECU, HFM sensor and
EGR system are changed to control the
fuel injection volume and engine more
precisely.

* Fuel high pressure pipe (HP pump → 　

Common rail)

D27DT
* Fuel pipe (Common rail → Injector)

* Fuel high pressure pipe (HP pump →

Common rail)
03-6

2. COMPONENTS OF FUEL SYSTEM

 1881-09 03-7

▶Fuel Flow of D27DTP (Power Up) Engine

Fuel Supply System

 2321-01 04-3

1. INTAKE SYSTEM LAYOUT

The intake system for the D27DTP (POWER UP) engine is equipped with the throttle body that has
a flap to block the air coming to the engine when the engine is switched off. Therefore, the
structure of the intake manifold has been changed.
Also, the improved HFM sensor (from HFM5.0 to HFM6.0) has been installed to control the intake
air precisely so that the NOx in the exhaust gas can be decreased.
 1792-01 05-3

1. COMPONENTS
The components of the exhaust system for the D27DTP (POWER UP) engine have been changed
as follows:
1. E-EGR valve: Controlling the EGR valve electrically and sends the valve location signal to
ECU (vacuum modulator control has been deleted)
2. EGR cooler: Decreasing EGR gas (NOx) efficiently by cooling the EGR gas and let it flow to
the intake pipe
3. VGT turbocharger: Increase in capacity and performance compared to D27DTP & D20DT
engine
The EGR system has been changed to control NOx more efficiently and the VGT turbo charger
has been changed to increase the engine power. For more details, refer to the next description.
The exhaust system for D27DTP (POWER UP) engine is as follows:
 1725-12 06-3

1. OVERVIEW FOR CDPF (EURO IV)

1) General Description
The CDPF (Catalyst & Diesel Particulate Filter) was installed to the Rexton II D27DTP engine
previously. However, it is now installed to the all 2009 DI engine models, except the Actyon
Sports. The DI engine types installed to Rexton are D27DTP, D27DT and D20DT, and their CDPF,
related sensor and operation logic are the same.
This section describes the CDPF system (based on Euro IV) which is installed to the Rexton II
D27DTP engine (older model).

2) Compatibility of CDPF System by Vehicle Model

Rexton II: Same CDPF system for D27DTP and D27DT engines (including its components)
Kyron & Actyon: Same CDPF system for D27DT and D20DT engines (including its components)

- The CDPF assemblies installed to the Euro IV D27DTP Rexton II and 2009 Rexton II are
different in their mounting layout, but their front/rear exhaust temperature sensors and
differential pressure sensors are same.

3) System Met with Euro IV Regulations

- E-EGR valve
- EGR cooler
- Engine ECU (Ver. 3.2)
- HFM sensor
- C3I injector
- Electronic throttle valve (body)
- Other engine mounting components
For details about the modified components and system related to the Euro IV regulations, refer to
the 2008 Rodius engine service manual.
06-4

2. CDPF(EURO IV) SYSTEM

The CDPF system is only installed to the D27DT engine, and the major changes comparing to the
previous D27DT engine is as follows:

CDPF (Catalyst & Diesel Particulate Filter) and sensors

Differential pressure sensor (△P sensor)

Under air cleaner in righ

side of engine
compartment

As the soot is filtered in the CDPF, the pressure between the front side and the rear side of the
filter is different from each other. If the amount of soot is over 28 g, the soot is burnt in the
CDPF. The combustion is determined depending on the pressure difference, temperature of
exhaust gas and EGR ratio. According to these, the soot filtered by post injection of injector is
burnt at 600°C.

Front exhaust gas

temperature sensor

CDPF Exhaust Gas Temperature Sensor

Front Exhaust Gas Temperature Rear Exhaust Gas

Sensor: Temperature Sensor:
Measures the exhaust gas Measures the increased
The two temperature temperature of the exhaust manifold. exhaust gas temperature
sensors inside the CDPF As it is installed in front of the VGT after the oxidation process
are installed in exhaust turbocharger, it also monitors the of DOC. If the temperature
manifold (front exhaust exhaust gas temperature coming to is below 600°C, the post
gas temperature sensor) the turbocharger. If the temperature injection amount is
and in DOC (rear exhaust of the exhaust gas flowing to the increased to increase the
gas temperature sensor), turbocharger is higher than the temperature.
and perform the following specification, the engine lowers the
functions. exhaust gas temperature.
 1725-12 06-5

Throttle Body

CDPF system controls the amount of intake air by

controlling the electronic throttle body. The electronic
throttle body has the following main functions.
CDPF control- added a function that increases the
exhaust gas temperature by closing the throttle valve
flap to minimize the intake air amount by the fuel
injection amount during the CDPF regeneration range
with the low engine load range.
ON/OFF control - prevents the engine from turning off
with vibration and noise by closing the throttle body flap
to block the intake air when the engine is stopped.
Duty control- controls the valve inside the throttle body
to burn more EGR gas in the EGR valve operating range.

VGT Turbocharger and Front Exhaust Gas Temperature Sensor

Turbocharger may become weaker if high Front exhaust gas

temperature exhaust gas passes through the temperature sensor
turbocharger for DPF regeneration process.
The front exhaust gas temperature sensor monitors
the temperature of the exhaust gas that flows into
the turbocharger.
If the temperature of the exhaust gas that passes
through the exhaust manifold is higher than the
specification, the ECU decreases the fuel injection
amount and increases the EGR gas intake amount
to decrease the exhaust gas temperature.
06-6

1. OVERVIEW
As the solution for environmental regulations and PM
(Particla 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 Oxydation Catalyst) is reduced. The CDPF
(Catalyst & Diesel Particulate Filter) is an integrated filter
including DOC (Diesel Oxydation Catalyst) and DPF
(Diesel Particulate Filter).

▶Comparison of throttle body functions based on exhaust emission regulation

Regulated parts are carbon monoxide (CO), nitrogen oxide (NOx), particular matter (PM) and soot
in the exhaust emission, and the particulars of the regulations are prescribed in the following table.
 1725-12 06-7

2. CDPF (EURO IV) SYSTEM CONTROL

1) Combustion Temperature and Procedures
As the soot is filtered in the CDPF, it is burnt and removed, and the CDPF is returned to the initial
state to collect the soot. Therefore, the burning procedures in the CDPF can be called as
regeneration.
The CDPF assembly is integrated with DOC (at front side) and DPF (at rear side).
The DPF burns the soot with high-temperature exhaust gas (over 600°C). The rear exhaust gas
temperature sensor monitors the temperature of DPF section. If this temperature is below the
regeneration temperature, the ECU increases the post injection period to increase the fuel
injection amount, and consequently to increase the exhaust gas temperature.

Front exhaust gas temperature sensor

(Measuring temperature of exhaust gas in
exhaust manifold)

Rear exhaust gas temperature sensor

(Measuring temperature of exhaust gas escaping DOC)

- Normally, when the vehicle is driven for 600 ~ 1,200 km, the enough amount of soot to be
burnt is filtered and accumulated in the CDPF. The ECU increase the amount of post
injection to increase the tempeature of exhaust gas up to 600°C so that the soot is burnt.
The soot is burnt for 15 ~ 20 minutes.
06-8

2) Sytem Composition for Soot Combustion

When the engine is running in low load range, the temperature of exhaust gas is decreased as the
amount of fuel supplied is decreased. To burn the soot filtered in the CDPF, the control system
should be installed to check the operating range and increase the temperature of exhaust gas by
controlling the amount of fuel supplied and intake air.
Two temperature sensors and one differential pressure sensor monitor the CDPF's operating
range. According to these sensors' information, the throttle flap decreases the intake air entered
to the throttle body. Also, the fuel injection pattern is added to increase the temperature of
exhaust gas for soot combustion.
There are three fuel injection patterns (pilot injection, pre-injection and main injection). As the
CDPF is installed, the post injection pattern is added.

3) Post Injection and Air Mass Control

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 acumulated 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.
 1725-12 06-9

Throttle bodies by engine type

- The throttle valve is controlled by electric signals sent from the engine ECU for optimal
fuel injection volume, engine load and effective combustion of EGR gas according to
the Euro 4 regulations. It has following functions by the engine type.
06-10

3. SOOT FILTERING AND BURNING PROCEDURES

1) Operating Procedures of CDPF
The most efficient and practical technology for now is adopted to the diesel particulate filter
(DPF).
This system collects the soot from the diesel engine to the filter and burns the soot so that over
than 95% of soot can be removed from the exhaust gas. However, the durability and the cost of
additional system remain as problems.
Firstly, the exhaust gas is passed through the DOC and its temperature is increased as it is
oxidized. The ECU detects the temperature change with two temperature sensors. The CO, HC
and partial particulate material are removed from the exhaust gas (this procedures are the sames
as the ones for the conventional DOC and no sensor is required).

After the exhaust gas is passed through the DOC and oxidized, most of the harmful material is
removed from the exhaust gas. However, to meet the environmental regulations in the future, the
soot is filtered and burnt again in DPF to decrease the particulate material further.

Rear exhaust gas temperature sensor

(Measuring temperature of exhaust gas
escaping DOC)

- The filtered soot is burned whenever the vehicle is driven for 600 ~ 1200 km. The driving
distance can be differed depending on the vehicle's driving conditions. The soot is burnt
for 15 ~ 20 minutes.
 1725-12 06-11

Front temperaturesensor
(Measuring the temperature of Rear temperature sensor
exhaust gas passed through (Measuring the temperature of exhaust gas
exhaust manifold) passed through DOC)

Differrential pressure sensor(Front Differrential pressure sensor(Rear

pressure port) pressure port)

The exhaust gas enters When the exhaust gas The engine ECU detects
into CDPF assembly after enters into the CDPF the amount of particulate
passing through the assembly, its CO, HC and material colected by the
exhaust manifold. particulate material are information from
(Normal temperature of reduced as it is oxidized in temperature sensors and
exhaust gas: approx. DOC. The remaining differential pressure snesor.
250°C) particulate material is When the soot is
filtered and collected in accumulated, the pressure
DPF and the temperature difference between the
of exhaust gas is front and the rear side
increased to approx. 450 occurs. Then, the engine
~ 500°C. ECU performs the post
injection to raise the
exhaust gas temperature
and burn the collected soot
at approx. 600°C.
06-12

2) Fuel Injection During CDPF Regeneration

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 during the
regeneration process is to increase the fuel injection
volume and control the intake air volume (by the throttle
No illuminating body) in order to increase the temperature of the
exhaust gas. The driver may not feel any particular
difference from the vehicle.
 1725-12 06-13

▶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 condition continues and the CDPF is
overloaded with soot, the engine warning lamp
blinks to inform this situation to the driver.
2. 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
Blinking cluster blinks, the CDPF is overloaded. In this
case, perform the step 2.

▶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 burnt 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 overload
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
Illuminating 3. engine and exhaust system several times and
erase the related DTC. Then, check if the same
DTC is regenerated again. If so, check the DTC
related to the differential pressure sensor.

Actually, the DTC for the CDPF is generated more often by the component related to the CDPF
system, such as the differential pressure sensor, than by excessive soot in the CDPF.
06-14

4. COMPONENTS OF CDPF SYSTEM

▶Mounting condition and location

Differential Pressure Sensor

Engine compartment
(RH)

Front Exhaust Gas Throttle Body

Temperature Sensor

Front exhaust gas

temperature sensor
NO DATA
 1520-01 08-3

1. COMPARISON IN COOLING SYSTEM FOR EACH ENGINE

For the D27DTP (POWER UP) engine, the cooling system is equipped with E-EGR cooler and the
water pump which its capacity is improved according to the additional coolant line in the cylinder
block. For the D27DT engine, the cooling system uses the fan clutch.

▶ Cooling System for D27DTP (POWER UP) Engine

08-4

▶ Comparison
D27DTP (POWER UP) & D27DT (EU IV) Engine

D27DT Engine
NO DATA
NO DATA
 8510-23 11-3

1. SYSTEM DESCRIPTION
1) System Description

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 38 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.
11-4

2) 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 roadsyy .
- Do not use in heavy traffic.
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.
 8510-23 11-5

2. CONFIGURATION
1) Circuit Diagram

The engine ECU detects the operating conditions of cruise control system, and monitors the
braking performance, vehicle speed, road conditions and ESP system operation. If the engine
ECU determines that there are not any problem to drive in cruise control mode, the vehicle can be
operated by cruise switch signals (decelerating, accelerating, cruising).
11-6

2) Configuration

▶ Test voltage(VCC 5V)

FUNCTION KEY VOLUE REMARK

MAIN 0.15 ~ 0.55V -
DECEL 0.7 ~ 1.1V -
ACCEL 1.6 ~ 2.0V -
RESUME 2.52 ~ 2.92V -
 8510-23 11-7

3. OPERATION
1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36
km/h and less than 150 km/h.
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. You don't need to use the
accelerator pedal.
4. Refer to the following pages for details of operation.

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.
11-8

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) When the cruise control system is not running

To increase the speed with the cruise control system while the system is not running, follow the
procedures below.

1. Accelerate using the accelerator pedal over 36 km/h.

2. Push up the ACCEL switch of the cruise control lever and hold it. And then release the
accelerator pedal slowly.
3. When the desired speed is reached, release the lever.

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

To increase the vehicle speed in stages while the cruise control system is running, follow the
procedures below.

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. When you operate a tap-
up switching, the vehicle is accelerated for 1.3 km/h over the previous set speed.
2. If you want to accelerate for 13 km/h, operate the tap-up switching ten times without
accelerating with the cruise control system.
 8510-23 11-9

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

To decrease the vehicle speed with the cruise control system when the system is not running,
follow the procedures below.
1. Push down the cruise control switch lever to DECEL side and hold it until the desired speed is
reached while the vehicle speed is over 36 km/h.
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

To decrease the vehicle speed in stages while the cruise control system is running, follow the
procedures below.
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. When you operate a
tap-down switching, the vehicle is decelerated for 1.0 km/h below the previous set speed.
If you want to decelerate for 10 km/h, operate the tap-down switching ten times without the
2. brake pedal intervention.
11-10

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pulling
up 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.

But the driver should know the previous set speed to react to the changed vehicle speed
properly. If the vehicle speed increases abruptly, depress the brake pedal to adjust the vehicle
speed properly.
 8510-23 11-11

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 or When ESP is activated.

2. When the cruising speed is downed less than 34 km/h
3. When applying the parking brake during driving.
4. When using the clutch in order to shift (M/T only).

Keep the main cruise control switch in the neutral position when not using the cruise control.
11-12

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
When the rapid acceleration is applied without acceleration pedal intervention.
2. When the cruise control lever is faulty.
3. When the brake switch and the brake light switch input signal are implausible.

When the cruise control function is cancelled abnormally or intermittent problems occur, stop the
vehicle and turn off the ignition switch and remove the key to reset the system. After a while, turn
on the ignition switch again to operate the cruise control system.

1. Do not move the shift lever to Neutral position while driving with the cruise control turned on.
Otherwise, it may result in system malfunction or accidents.
2. Always be prepared to use the brake or accelerator pedal for safe driving while the cruise
control system is running.
3. The actual speed can be different from the set speed momentarily when driving on a uphill
or downhill. So, it is recommended to disable the cruise control function on a uphill or
downhill. hen driving on a steep hill use the engine brake and foot brake properly to protect
the vehicle system and for a safe driving.
4. Ensure that the safe distance is maintained and use the brake pedal if needed.
 0000-00 01-3

1. STRUCTURE AND COMPARISON

▶ D27DTP (POWER UP) + CDPF Engine - Front View

▶ D27DTP (POWER UP) + CDPF Engine - Top View

01-4

▶ D27DTP (POWER UP) + CDPF Engine - Side View

▶ D27DTP (POWER UP) + CDPF Engine - Left Side View

 0000-00 01-5

▶ D27DT (EU IV) Engine - Front View

▶ D27DT (EU IV) Engine - Top View

01-6

▶ D27DT (EU IV) Engine - Side View

▶ D27DT (EU IV) Engine - Left Side View

 0000-00 01-7

▶ D27DT Engine (General) - Front View

▶ D27DT Engine (General) - Top View

01-8

▶ D27DT Engine (General) - Side View

▶ D27DT Engine (General) - Left Side View

 0000-00 01-9

2. ENGINE SPECIFICATIONS AND PERFORMANCE CURVE

1) Specifications
01-10

2) D27DTP (Power Up) Engine Performance Curve

(1) Output and Torque: vehicle with automatic transmission

(2) Oil Temperature/Pressure and Boost Pressure: vehicle with automatic

transmission
 0000-00 01-11

3) D27DT Engine Performance Curve

(1) Output and Torque

(2) Oil Temperature/Pressure and Boost Pressure

01-12

3. TIGHTENING TORQUE
This table shows the tightening torques for removal/mounting and disassembly/reassemly of the
engine.
0000-00 01-13
01-14
 0000-00 01-15

4. MAJOR CHANGES IN D27DTP (POWER UP) ENGINE

(COMPARED TO D27DT)
The shape and size of D27DTP (POWER UP) are slightly different from those of D27DT engine
but the basic configuration of two systems is almost same.

1) Engine Assembly
01-16

2) Major Changes and Summary

0000-00 01-17
01-18
0000-00 01-19
01-20
0000-00 01-21
01-22
0000-00 01-23
01-24

5. GUIDELINES FOR SERVICE WORKS

1) For Safety

To perform the service works easily and safely, the service technicians must keep the proper
working procedures and rules.
This manual provides the useful instructions to the service technicians so that they can perform
the service works with standard working process, skills, tips in time.
Please read this manual and follow the instructions carefully.

Signal words such as “CAUTION” and “NOTE” have special meanings.

indicates information to assist maintenance and instructions.

indicates a potentially hazardous situation which, if not avoided, could result in death or
serious injury.

indicates a potentially hazardous situation which, if not avoided, may result in minor or
moderate injury or property damage.

However, above references and cautions cannot be inclusive measures, so should have habits of
paying attentions and cautions based on common senses.
 0000-00 01-25

2) Cautions on Service Procedures

1. Before lifting up the vehicle with a lift, correctly support the lifting points.
2. When using a jack, park the vehicle on a level ground and place the wheel chocks under the
tires. Position the jack under the frame and lift up the vehicle and then support with chassis
stand before service work.
3. Make sure to disconnect the negative (-) cable from the battery to prevent any damage to
electric systems.
4. If you have to work on vehicle, cover the seats and floor with protection covers to avoid any
damage and contamination.
5. Brake fluid and anti-freeze can damage the painted surface of body. So carefully handle them
during service work.
6. To improve the efficiency of service work, use only recommended and specified tools.
7. Use only Ssangyong genuine spare parts.
8. Never reuse the cotter pin, gasket, O-ring, oil seal, lock washer and self-locking nut. Replace
them with new ones. If reused, normal functions cannot be maintained.
9. Store the disassembled parts as a set based on disassembly order and unit.
10.Pay particular attention not to miss or mix the fasteners.
11.If necessary, especially for inspection, clean the removed parts completely.
12.Apply the oil or grease on the running and sliding surfaces before installation. Use the specified
sealant and gasket to prevent leakage if necessary.
13.Tighten the fasteners with the specified tightening torque.
14.As a final stage of service work, check if the serviced system is working properly and the
problem has been eliminated clearly.
01-26

3) 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 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 is not any interference while servicing.
 0000-00 01-27

▶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.

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.

▶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 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 makes cause a fire and personal
injury.
01-28

6. 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.
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.
- Aluminum alloy: Tighten to 80 % of above torque table.
- Plastics: Tighten to 20 % of above torque table.
01-30

1. ENGINE COMPARTMENT
The major changes due to the newly adopted engine compared to D27DT engine are as follows:
0000-00 01-31
01-32

▶ Engine Compartment Layout

1. Engine assembly 14.FFH Assembly (Only for vehicle with FFH)

2. Engine oil dipstick 15.Power steering oil tank
3. Vacuum pump 16.Engine oil filler cap
4. Oil filter and cooler 17.Fan shroud
5. Fuel filter and priming pump 18.E-EGR Valve
6. Brake booster 19.High-capacity PCV oil separator
7. Brake oil tank 20.HFM sensor (6.0)
8. AQGS unit 21.VGT turbo charger
9. Washer fluid filler cap 22.Air cleaner housing
10.Engine compartment fuse box 23.2Coolant surge tank
11.PTC relay box 24.ABS/ESP HECU (Including TPMS function:
12.Battery optional)
13.Vacuum modulator (for VGT turbo charger) 25.Exhaust gas FRT Temp. sensor (T3)
 0000-00 01-33

▶ Major Sensors and Components

01-34

2. SYSTEMS IN ENGINE COMPARTMENT

1) Engine Accessories Related to ECU
0000-00 01-35
01-36

2) Preheat System
 0000-00 01-37

3) Fuel System
01-38

▶ Fuel Supply System

 0000-00 01-39

4) Lubrication System
01-40

5) Cooling System
 0000-00 01-41

6) Intake System
01-42

7) Exhaust System
 1212-01 02-3

1. D27DT ENGINE STRUCTURE

1) Major Components in Engine and Engine Compartment
The advanced electronically controlled D27DT engine that has high pressure fuel system has
been introduced to this vehicle. It satisfies the strict emission regulation and provides improved
output and maximum torque.

1. Coolant reservoir 6. Fuse box 11. EGR valve

2. FFH device 7. Battery 12. Air cleaner assembly
3. Brake fluid reservoir 8. Fuel filter 13. Turbo charger
4. Washer fluid reservoir 9. Power steering pump 14. Oil dipstick
5. Common rail 10. Priming pump
02-4

2) Engine Structure

Front View

Rear View

1. TVD (Torsional Vibration Damper) 7. Viscos fan clutch 13. Oil filter
2. Air conditioner compressor 8. Auto tensioner pulley 14. Vacuum pump
3. Power steering pump pulley 9. Auto tensioner 15. Crank position sensor
4. Idle pulley 10. Poly-grooved belt 16. EGR valve
5. Coolant pump pulley 11. Cam position sensor 17. Power steering pump
6. Alternator 12. Drive plate (MT: DMF) 18. EGR to center pipe
 1212-01 02-5

Top View

19. Cylinder head cover 24. Fuel pipe 29. Booster pressure sensor
20. Intake manifold 25. Injector 30. PCV valve and oil separator
21. Water outlet port 26. Fuel return line 31. Oil dipstick
22. Common rail 27. Oil filler cap 32. EGR-LH (#1) pipe
23. Fuel pressure sensor 28. Glow plug
02-6

Left Side View

Right Side View

33. Cylinder head 38. EGR-RH (#3) pipe 42. Turbo charger booster vacuum
34. Cylinder block 39. PCV valve and oil separator modulator
35. Oil pan 40. Oil dipstick 43. EGR valve vacuum modulator
36. Drain plug 41. High pressure pump 44. EGR valve
37. Turbo charger 45. Exhaust manifold
 1212-01 02-7

2. SPECIFICATIONS
02-8

3. ENGINE PERFORMANCE CURVE

▶Output and Torque
 1212-01 02-9

▶Oil Temperature/Pressure and Boost Pressure

02-10

4. TIGHTENING TORQUE
1212-01 02-11
02-12
 1881-09 03-3

1. MAJOR CHANGES IN FUEL SYSTEM OF D27DTP (POWER

UP) ENGINE
There are some changes in the parts related to the fuel system due to the newly adopted
D27DTP (POWER UP) engine. The major changes are as follows. Refer to the next pages for
further details.

1) Injector
· Two nozzle holes are added (currently 7)
D27DTP & D27DT (EU IV)
to the tip of the injector to increase the
amount of fuel injection and to improve
injection efficiency according to the
increased engine power.
· The existing C2I coding (16 digits) is
changed to C3I coding (20 digits) to
monitor fuel injection and follow the target
value.
· For the D27DT engine, the injector MDP
D27DT (minumum current for the solenoid in the
injector to lift the nozzle) is leaned only
when the engine is running. However, for
the D27DTP engine, it is learned when the
vehicle is in motion and the engine is at
idle speed.
03-4

2) Common Rail

D27DTP & D27DT (EU IV) · The orifice is added to the connection to
the fuel pipe of the HP pump to prevent
the fuel pulsation by the fuel supply and
fuel cut according to the increase of
injected fuel volume. (It is also installed on
the connection of the high pressure fuel
supply line of the HP pump.)

D27DT
 1881-09 03-5

3) Fuel Rail - Chrome Color

· The I.D and O.D of the fuel rail between
D27DTP & D27DT (EU IV)
HP pump and common rail are increased
* Fuel pipe (Common rail → Injector) according to the increased amount of fuel
injection.
Also, the engine ECU, HFM sensor and
EGR system are changed to control the
fuel injection volume and engine more
precisely.

* Fuel high pressure pipe (HP pump → 　

Common rail)

D27DT
* Fuel pipe (Common rail → Injector)

* Fuel high pressure pipe (HP pump →

Common rail)
03-6

2. COMPONENTS OF FUEL SYSTEM

 1881-09 03-7

▶ Fuel Flow of D27DTP (Power Up) Engine

Fuel Supply System

 2321-01 04-3

1. INTAKE SYSTEM LAYOUT

The intake system for the D27DTP (POWER UP) engine is equipped with the throttle body that has
a flap to block the air coming to the engine when the engine is switched off. Therefore, the
structure of the intake manifold has been changed.
Also, the improved HFM sensor (from HFM5.0 to HFM6.0) has been installed to control the intake
air precisely so that the NOx in the exhaust gas can be decreased.
 1792-01 05-3

1. COMPONENTS
The components of the exhaust system for the D27DTP (POWER UP) engine have been changed
as follows:
1. E-EGR valve: Controlling the EGR valve electrically and sends the valve location signal to
ECU (vacuum modulator control has been deleted)
2. EGR cooler: Decreasing EGR gas (NOx) efficiently by cooling the EGR gas and let it flow to
the intake pipe
3. VGT turbocharger: Increase in capacity and performance compared to D27DTP & D20DT
engine
The EGR system has been changed to control NOx more efficiently and the VGT turbo charger
has been changed to increase the engine power. For more details, refer to the next description.
The exhaust system for D27DTP (POWER UP) engine is as follows:
 2412-02 06-3

1. OVERVIEW FOR CDPF (EURO IV)

1) General Description
The CDPF (Catalyst & Diesel Particulate Filter) was installed to the Rexton II D27DTP engine
previously. However, it is now installed to the all 2009 DI engine models, except the Actyon
Sports. The DI engine types installed to Rexton are D27DTP, D27DT and D20DT, and their CDPF,
related sensor and operation logic are the same.
This section describes the CDPF system (based on Euro IV) which is installed to the Rexton II
D27DTP engine (older model).

2) Compatibility of CDPF System by Vehicle Model

Rexton II: Same CDPF system for D27DTP and D27DT engines (including its components)
Kyron & Actyon: Same CDPF system for D27DT and D20DT engines (including its components)

- The CDPF assemblies installed to the Euro IV D27DTP Rexton II and 2009 Rexton II are
different in their mounting layout, but their front/rear exhaust temperature sensors and
differential pressure sensors are same.

3) System Met with Euro IV Regulations

- E-EGR valve
- EGR cooler
- Engine ECU (Ver. 3.2)
- HFM sensor
- C3I injector
- Electronic throttle valve (body)
- Other engine mounting components
For details about the modified components and system related to the Euro IV regulations, refer to
the 2008 Rodius engine service manual.
06-4

2. CDPF(EURO IV) SYSTEM

The CDPF system is only installed to the D27DT engine, and the major changes comparing to the
previous D27DT engine is as follows:

CDPF (Catalyst & Diesel Particulate Filter) and sensors

Differential pressure sensor (△P sensor)

Under air cleaner in righ

side of engine
compartment

As the soot is filtered in the CDPF, the pressure between the front side and the rear side of the
filter is different from each other. If the amount of soot is over 28 g, the soot is burnt in the
CDPF. The combustion is determined depending on the pressure difference, temperature of
exhaust gas and EGR ratio. According to these, the soot filtered by post injection of injector is
burnt at 600°C.

Front exhaust gas

temperature sensor

CDPF Exhaust Gas Temperature Sensor

Front Exhaust Gas Temperature Rear Exhaust Gas

Sensor: Temperature Sensor:
Measures the exhaust gas Measures the increased
The two temperature temperature of the exhaust manifold. exhaust gas temperature
sensors inside the CDPF As it is installed in front of the VGT after the oxidation process
are installed in exhaust turbocharger, it also monitors the of DOC. If the temperature
manifold (front exhaust exhaust gas temperature coming to is below 600°C, the post
gas temperature sensor) the turbocharger. If the temperature of injection amount is
and in DOC (rear exhaust the exhaust gas flowing to the increased to increase the
gas temperature sensor), turbocharger is higher than the temperature.
and perform the following specification, the engine lowers the
functions. exhaust gas temperature.
 2412-02 06-5

Throttle Body

CDPF system controls the amount of intake air by

controlling the electronic throttle body. The electronic
throttle body has the following main functions.
CDPF control- added a function that increases the
exhaust gas temperature by closing the throttle valve
flap to minimize the intake air amount by the fuel
injection amount during the CDPF regeneration range
with the low engine load range.
ON/OFF control - prevents the engine from turning off
with vibration and noise by closing the throttle body flap
to block the intake air when the engine is stopped.
Duty control- controls the valve inside the throttle body
to burn more EGR gas in the EGR valve operating range.

VGT Turbocharger and Front Exhaust Gas Temperature Sensor

Turbocharger may become weaker if high Front exhaust gas

temperature exhaust gas passes through the temperature sensor
turbocharger for DPF regeneration process.
The front exhaust gas temperature sensor monitors
the temperature of the exhaust gas that flows into
the turbocharger.
If the temperature of the exhaust gas that passes
through the exhaust manifold is higher than the
specification, the ECU decreases the fuel injection
amount and increases the EGR gas intake amount
to decrease the exhaust gas temperature.
06-6

1. OVERVIEW
As the solution for environmental regulations and PM
(Particla 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 Oxydation Catalyst) is reduced. The CDPF
(Catalyst & Diesel Particulate Filter) is an integrated filter
including DOC (Diesel Oxydation Catalyst) and DPF
(Diesel Particulate Filter).

▶Comparison of throttle body functions based on exhaust emission regulation

Regulated parts are carbon monoxide (CO), nitrogen oxide (NOx), particular matter (PM) and soot
in the exhaust emission, and the particulars of the regulations are prescribed in the following table.
 2412-02 06-7

2. CDPF (EURO IV) SYSTEM CONTROL

1) Combustion Temperature and Procedures
As the soot is filtered in the CDPF, it is burnt and removed, and the CDPF is returned to the initial
state to collect the soot. Therefore, the burning procedures in the CDPF can be called as
regeneration.
The CDPF assembly is integrated with DOC (at front side) and DPF (at rear side).
The DPF burns the soot with high-temperature exhaust gas (over 600°C). The rear exhaust gas
temperature sensor monitors the temperature of DPF section. If this temperature is below the
regeneration temperature, the ECU increases the post injection period to increase the fuel
injection amount, and consequently to increase the exhaust gas temperature.

Front exhaust gas temperature sensor

(Measuring temperature of exhaust gas in
exhaust manifold)

Rear exhaust gas temperature sensor

(Measuring temperature of exhaust gas escaping DOC)

- Normally, when the vehicle is driven for 600 ~ 1,200 km, the enough amount of soot to be
burnt is filtered and accumulated in the CDPF. The ECU increase the amount of post
injection to increase the tempeature of exhaust gas up to 600°C so that the soot is burnt.
The soot is burnt for 15 ~ 20 minutes.
06-8

2) Sytem composition for Soot Combustion

When the engine is running in low load range, the temperature of exhaust gas is decreased as the
amount of fuel supplied is decreased. To burn the soot filtered in the CDPF, the control system
should be installed to check the operating range and increase the temperature of exhaust gas by
controlling the amount of fuel supplied and intake air.
Two temperature sensors and one differential pressure sensor monitor the CDPF's operating
range. According to these sensors' information, the throttle flap decreases the intake air entered
to the throttle body. Also, the fuel injection pattern is added to increase the temperature of
exhaust gas for soot combustion.
There are three fuel injection patterns (pilot injection, pre-injection and main injection). As the
CDPF is installed, the post injection pattern is added.

3) Post Injection and Air Mass Control

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 acumulated 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.
 2412-02 06-9

Throttle bodies by engine type

- The throttle valve is controlled by electric signals sent from the engine ECU for optimal
fuel injection volume, engine load and effective combustion of EGR gas according to
the Euro 4 regulations. It has following functions by the engine type.
06-10

3. SOOT FILTERING AND BURNING PROCEDURES

1) Operating Procedures of CDPF
The most efficient and practical technology for now is adopted to the diesel particulate filter
(DPF).
This system collects the soot from the diesel engine to the filter and burns the soot so that over
than 95% of soot can be removed from the exhaust gas. However, the durability and the cost of
additional system remain as problems.
Firstly, the exhaust gas is passed through the DOC and its temperature is increased as it is
oxidized. The ECU detects the temperature change with two temperature sensors. The CO, HC
and partial particulate material are removed from the exhaust gas (this procedures are the sames
as the ones for the conventional DOC and no sensor is required).

After the exhaust gas is passed through the DOC and oxidized, most of the harmful material is
removed from the exhaust gas. However, to meet the environmental regulations in the future, the
soot is filtered and burnt again in DPF to decrease the particulate material further.

Rear exhaust gas temperature sensor

(Measuring temperature of exhaust gas
escaping DOC)

- The filtered soot is burned whenever the vehicle is driven for 600 ~ 1200 km. The driving
distance can be differed depending on the vehicle's driving conditions. The soot is burnt
for 15 ~ 20 minutes.
 2412-02 06-11

Front temperaturesensor
(Measuring the temperature of Rear temperature sensor
exhaust gas passed through (Measuring the temperature of exhaust gas
exhaust manifold) passed through DOC)

Differrential pressure sensor(Front Differrential pressure sensor(Rear

pressure port) pressure port)

The exhaust gas enters When the exhaust gas The engine ECU detects
into CDPF assembly after enters into the CDPF the amount of particulate
passing through the assembly, its CO, HC and material colected by the
exhaust manifold. particulate material are information from
(Normal temperature of reduced as it is oxidized in temperature sensors and
exhaust gas: approx. DOC. The remaining differential pressure snesor.
250°C) particulate material is When the soot is
filtered and collected in accumulated, the pressure
DPF and the temperature difference between the
of exhaust gas is front and the rear side
increased to approx. 450 occurs. Then, the engine
~ 500°C. ECU performs the post
injection to raise the
exhaust gas temperature
and burn the collected soot
at approx. 600°C.
06-12

2) Fuel Injection During CDPF Regeneration

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 during the
regeneration process is to increase the fuel injection
volume and control the intake air volume (by the throttle
No illuminating
body) in order to increase the temperature of the
exhaust gas. The driver may not feel any particular
difference from the vehicle.
 2412-02 06-13

▶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 condition continues and the CDPF is
overloaded with soot, the engine warning lamp
blinks to inform this situation to the driver.
2. 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
Blinking cluster blinks, the CDPF is overloaded. In this
case, perform the step 2.

▶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 burnt 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
overload 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.
Illuminating 3. To solve this problem, blow soot between the
engine and exhaust system several times and
erase the related DTC. Then, check if the same
DTC is regenerated again. If so, check the DTC
related to the differential pressure sensor.

Actually, the DTC for the CDPF is generated more often by the component related to the CDPF
system, such as the differential pressure sensor, than by excessive soot in the CDPF.
06-14

4. COMPONENTS OF CDPF SYSTEM

▶Mounting condition and location

Differential Pressure Sensor

Engine compartment
(RH)

Front Exhaust Gas Throttle Body

Temperature Sensor

Front exhaust gas

temperature sensor
NO DATA
 1520-01 08-3

1. COMPARISON IN COOLING SYSTEM FOR EACH ENGINE

For the D27DTP (POWER UP) engine, the cooling system is equipped with E-EGR cooler and the
water pump which its capacity is improved according to the additional coolant line in the cylinder
block. For the D27DT engine, the cooling system uses the fan clutch.

▶ Cooling System for D27DTP (POWER UP) Engine

08-4

▶ Comparison

D27DTP (POWER UP) & D27DT (EU IV) Engine

D27DT Engine
NO DATA
NO DATA
 8510-23 11-3

1. SYSTEM DESCRIPTION
1) System Description

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 38 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.
11-4

2) 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 roadsyy .
- Do not use in heavy traffic.
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.
 8510-23 11-5

2. CONFIGURATION
1) Circuit Diagram

The engine ECU detects the operating conditions of cruise control system, and monitors the
braking performance, vehicle speed, road conditions and ESP system operation. If the engine
ECU determines that there are not any problem to drive in cruise control mode, the vehicle can be
operated by cruise switch signals (decelerating, accelerating, cruising).
11-6

2) Configuration

▶ Test voltage(VCC 5V)

FUNCTION KEY VOLUE REMARK

MAIN 0.15 ~ 0.55V -
DECEL 0.7 ~ 1.1V -
ACCEL 1.6 ~ 2.0V -
RESUME 2.52 ~ 2.92V -
 8510-23 11-7

3. OPERATION
1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36
km/h and less than 150 km/h.
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. You don't need to use the
accelerator pedal.
4. Refer to the following pages for details of operation.

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.
11-8

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) When the cruise control system is not running

To increase the speed with the cruise control system while the system is not running, follow the
procedures below.

1. Accelerate using the accelerator pedal over 36 km/h.

2. Push up the ACCEL switch of the cruise control lever and hold it. And then release the
accelerator pedal slowly.
3. When the desired speed is reached, release the lever.

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

To increase the vehicle speed in stages while the cruise control system is running, follow the
procedures below.

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. When you operate a tap-
up switching, the vehicle is accelerated for 1.3 km/h over the previous set speed.
2. If you want to accelerate for 13 km/h, operate the tap-up switching ten times without
accelerating with the cruise control system.
 8510-23 11-9

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

To decrease the vehicle speed with the cruise control system when the system is not running,
follow the procedures below.
1. Push down the cruise control switch lever to DECEL side and hold it until the desired speed is
reached while the vehicle speed is over 36 km/h.
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

To decrease the vehicle speed in stages while the cruise control system is running, follow the
procedures below.
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. When you operate a
tap-down switching, the vehicle is decelerated for 1.0 km/h below the previous set speed.
If you want to decelerate for 10 km/h, operate the tap-down switching ten times without the
2. brake pedal intervention.
11-10

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pulling
up 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.

But the driver should know the previous set speed to react to the changed vehicle speed
properly. If the vehicle speed increases abruptly, depress the brake pedal to adjust the vehicle
speed properly.
 8510-23 11-11

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 or When ESP is activated.

2. When the cruising speed is downed less than 34 km/h
3. When applying the parking brake during driving.
4. When using the clutch in order to shift (M/T only).

Keep the main cruise control switch in the neutral position when not using the cruise control.
11-12

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
When the rapid acceleration is applied without acceleration pedal intervention.
2. When the cruise control lever is faulty.
3. When the brake switch and the brake light switch input signal are implausible.

When the cruise control function is cancelled abnormally or intermittent problems occur, stop the
vehicle and turn off the ignition switch and remove the key to reset the system. After a while, turn
on the ignition switch again to operate the cruise control system.

1. Do not move the shift lever to Neutral position while driving with the cruise control turned on.
Otherwise, it may result in system malfunction or accidents.
2. Always be prepared to use the brake or accelerator pedal for safe driving while the cruise
control system is running.
3. The actual speed can be different from the set speed momentarily when driving on a uphill
or downhill. So, it is recommended to disable the cruise control function on a uphill or
downhill. hen driving on a steep hill use the engine brake and foot brake properly to protect
the vehicle system and for a safe driving.
4. Ensure that the safe distance is maintained and use the brake pedal if needed.
01-4

1. COMPONENT LOCATOR
1) Front View
 0000-00 01-5

▶ Front View

NO. FUNCTION NO. FUNCTION

1 HFM sensor 12 Intake manifold
2 Intake air duct 13 Connecting rod
3 Resonance flap 14 Exhaust manifold
4 Cylinder head cover 15 Crankshaft
5 Exhaust camshaft 16 Engine mounting
6 Intake camshaft 17 Starter
7 Cylinder head 18 Crankcase
8 Spark plug connector 19 Oil pump sprocket
9 Valve tappet 20 Oil strainer
10 Injector 21 Oil pan
11 Exhaust valve 22 Drain plug
01-6

2) Side View

NO. FUNCTION NO. FUNCTION

23 Camshaft adjuster 27 Oil pump drive chain
24 Cooling fan and viscous clutch 28 Oil return pipe
25 Piston 29 Timing chain
26 Flywheel of drive plate
 0000-00 01-7

2. 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.

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.
Notice Any time the air cleaner is removed, the intake opening

- 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.g
 1113-01 02-3

1. SPECIFICATIONS
1) Engine Specifications
02-4

2) Performance Curve
 1113-01 02-5

2. SPECIAL TOOLS AND EQUIPMENT

02-6
 1113-01 02-7

Name and Part Number

A9917 0012B (DW110-120)Holding Pin

02-8

3. FASTENER TIGHTENING SPECIFICATIONS

 1113-01 02-9

1) Fastener Tightening Specifications (Cont'd)

 2211-22 03-3

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 theengine. Fuel with too low an octane number can cause engine knock.

▶ 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.

▶ 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.
03-4

▶ Temperature vs resistance
NO DATA
 2420-01 05-3

1. OVERVIEW OF 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. OVERVIEW OF MUFFLER
Aside from the exhaust manifold connection, the exhaust system uses a flange and seal joint design
rather than a slip joint coupling design with clamp and U-bolts.
If hole, open seams, or any deterioration is discovered upon inspection of the front muffler and pipe
assembly, the complete assembly should be replace, the complete assembly should be replaced.
The same procedure is applicable to the rear muffler assembly. Heat shields for the front and rear
muffler assembly and catalytic converter protect the vehicle and the environment from the high
temperatures that the exhaust system develops.

3. OVERVIEW OF CATALYTIC CONVERTER

- 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.

- Use of anything other than unleaded fuel will damage the catalyst in the catalytic converter.
· The catalytic converter are emission-control devices added to the exhaust system to reduce
pollutants from the exhaust pipes.
· The oxidation catalyst is coated with a catalytic material containing platinum and palladium,
which reduces levels of hydrocarbon (HC) and carbon monoxide (CO) from the exhaust gas.
The three-way catalyst has coatings which contain platinum and rhodium, which additionally
lower the levels of oxides of nitrogen (NOx).
05-4

4. FASTENER TIGHTENING SPECIFICATIONS

 9210-01 06-3

1. OIL CIRCULATION
06-4

▶ OIL CIRCULATION

NO. FUNCTION NO. FUNCTION

1 Oil pump 18 Oil supply (to exhaust camshaft)
2 Oil gallery (to oil filter) 19 Oil supply (to intake camshaft)
Oil supply
3 Oil filter 20 (to exhaust camshaft bearing)
Oil supply
4 Oil pressure switch 21 (to intake camshaft bearing)
Oil gallery
5 Main oil gallery 22 (oil supply to exhaust valve tappet)

Oil gallery
6 Cylinder head closing cover 23 (oil supply to intake valve tappet)
7 Oil gallery (at chain tensioner) 24 Camshaft closing cover
8 Oil non-return valve 25 Ball (φ 8 mm)
9 Chain tensioner 26 Screw plug
10 Vent (chain tensioner) 27 Camshaft adjuster
Front closing cover
11 Front closing cover (φ 17 mm) 28 (intake camshaft)
Oil gallery Front treaded bushing
12 (perpendicular to the shaft) 29 (exhaust camshaft)
13 Ball (φ 6 mm) 30 Valve tappet
Oil gallery
14 Oil spray nozzle (timing chain) a (from oil pump to oil filter)
15 Oil gallery (at cylinder head) b Main oil gallery
Oil return line
16 Ball (φ 15mm) c (oil returns to the oil pan when
replacing the filter element)
17 Oil restriction inner (φ 4mm)
 2110-01 07-3

1. GENERAL SPECIFICATIONS
07-4

2. SPECIAL TOOLS AND EQUIPMENT

 2110-01 07-5

3. FASTENER TIGHTENING SPECIFICATIONS

07-6

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.
 2110-01 07-7

2. COMPONENT LOCATOR
07-8

1. Radiator 15.Inlet hose

2. Electric fan 16.Outlet hose
3. Shroud 17.3 way hose
4. Deaeration tube 18.Deaeration hose (reserver tank)
5. Clamp 19.Clamp
6. Deaeration hose (radiator) 20.Clamp
7. Electric fan mounting bracket 21.Make up hose holder
8. Bolt (M6, 8 pieces) 22.Reserver tank
9. Bolt (M6, 4 pieces) 23.Bolt (M6, 2 piece)
10.Bolt (M6, 4 pieces) 24.Cooling fan
11.Upper radiator insulator 25.Viscous clutch
12.Lower radiator insulator 26.Bolt (M6, 1 piece)
13.Plate 27.Bolt (M6, 3 piece)
14.Clip
 1452-01 08-3

1. GENERAL SPECIFICATIONS
08-4

2. FASTENER TIGHTENING SPECIFICATIONS

 1452-01 08-5

1. CHARGING SYSTEM OPERATION

Alternators use a new type of regulator that incorpo-rates a diode trio. A Delta stator, a rectifier bridge,
and a rotor with slip rings and brushes are electrically similar to earlier alternators.
A conventional pulley and fan are used. There is no test hole.

1) 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.

2. STARTING SYSTEM OPERATION

The engine electrical system includes the battery, the ignition, the starter, the alternator, 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.
08-6

3. IGNITION SYSTEM OPERATION

This ignition system does not use a conventional distributor and coil. It uses a crankshaft position sensor
input to the Engine Control Module (ECM).
The ECM then determines Electronic Spark Timing (EST) and triggers the electronic ignition system
ignition coil.
This type of distributorless ignition system uses a "waste spark" method of spark distribution. Each
cylinder is paired with the cylinder that is opposite it (2.3L DOHC: 2 - 3 or 1 - 4, 3.2L DOHC: 1 - 6 or 2 - 5
or 3 - 4).
The spark occurs simultaneously in the cylinder coming up on the compression stroke and in the
cylinder coming up on the exhaust stroke.
The cylinder on the exhaust stroke requires very little of the available energy to fire the spark plug.
The remaining energy is available to the spark plug in the cylinder on the compression stroke. These
systems use the EST signal from the ECM to control the EST.
The ECM uses the following information: Engine load (mass air flow sensor, manifold air pressure
sensor).

Engine coolant temperature.

Intake air temperature.
Crankshaft position.
Engine speed (rpm).

1) Electronic Ignition System Ignition Coil

The Electronic Ignition (EI) system ignition coil is located on the cylinder head cover.
The double ended coils re ceive the signal for the ECM which controls the spark advance. Each EI
system ignition coil provides the high voltage to two spark plugs simultaneously;
3.2L DOHC
T1/1: cylinder 2 and 5
T1/2: cylinder 3 and 4
T1/3: cylinder 1 and 6
The EI system ignition coil is not serviceable and must be replaced as an assembly.
 1452-01 08-7

4. STARTING AND CHARGING SYSTEM

(GASOLINE ENGINE) CIRCUIT
 1522-16 09-3

1. ENGINE DATA DISPLAY TABLE

09-4

1) Temperature vs Resistance

2. FASTENER TIGHTENING SPECIFICATIONS

 8510-23 10-3

1. SYSTEM DESCRIPTION
1) System Description

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 38 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.
10-4

2) 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 roadsyy .
- Do not use in heavy traffic.
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.
 8510-23 10-5

2. CONFIGURATION
1) Circuit Diagram

The engine ECU detects the operating conditions of cruise control system, and monitors the braking
performance, vehicle speed, road conditions and ESP system operation. If the engine ECU determines
that there are not any problem to drive in cruise control mode, the vehicle can be operated by cruise
switch signals (decelerating, accelerating, cruising).
10-6

2) Configuration

▶ Test voltage(VCC 5V)

FUNCTION KEY VOLUE REMARK

MAIN 0.15 ~ 0.55V -
DECEL 0.7 ~ 1.1V -
ACCEL 1.6 ~ 2.0V -
RESUME 2.52 ~ 2.92V -
 8510-23 10-7

3. OPERATION
1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36 km/h and
less than 150 km/h.
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.
Now, the vehicle is cruised by this system with the set speed. You don't need to use the accelerator
3. pedal.
Refer to the following pages for details of operation.
4.

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.
10-8

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) When the cruise control system is not running

To increase the speed with the cruise control system while the system is not running, follow the
procedures below.

1. Accelerate using the accelerator pedal over 36 km/h.

2. Push up the ACCEL switch of the cruise control lever and hold it. And then release the accelerator
pedal slowly.
3. When the desired speed is reached, release the lever.

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

To increase the vehicle speed in stages while the cruise control system is running, follow the procedures
below.

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. When you operate a tap-up switching,
the vehicle is accelerated for 1.3 km/h over the previous set speed.
2. If you want to accelerate for 13 km/h, operate the tap-up switching ten times without accelerating with
the cruise control system.
 8510-23 10-9

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

To decrease the vehicle speed with the cruise control system when the system is not running, follow the
procedures below.
1. Push down the cruise control switch lever to DECEL side and hold it until the desired speed is
reached while the vehicle speed is over 36 km/h.
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

To decrease the vehicle speed in stages while the cruise control system is running, follow the
procedures below.
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. When you operate a tap-down
switching, the vehicle is decelerated for 1.0 km/h below the previous set speed.
If you want to decelerate for 10 km/h, operate the tap-down switching ten times without the brake pedal
2. intervention.
10-10

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pulling up 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.

But the driver should know the previous set speed to react to the changed vehicle speed properly. If the
vehicle speed increases abruptly, depress the brake pedal to adjust the vehicle speed properly.
 8510-23 10-11

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 or When ESP is activated.

2. When the cruising speed is downed less than 34 km/h
3. When applying the parking brake during driving.
4. When using the clutch in order to shift (M/T only).

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

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
When the rapid acceleration is applied without acceleration pedal intervention.
2. When the cruise control lever is faulty.
3. When the brake switch and the brake light switch input signal are implausible.

When the cruise control function is cancelled abnormally or intermittent problems occur, stop the vehicle
and turn off the ignition switch and remove the key to reset the system. After a while, turn on the ignition
switch again to operate the cruise control system.

1. Do not move the shift lever to Neutral position while driving with the cruise control turned on.
Otherwise, it may result in system malfunction or accidents.
2. Always be prepared to use the brake or accelerator pedal for safe driving while the cruise control
system is running.
3. The actual speed can be different from the set speed momentarily when driving on a uphill or
downhill. So, it is recommended to disable the cruise control function on a uphill or downhill. hen
driving on a steep hill use the engine brake and foot brake properly to protect the vehicle system
and for a safe driving.
4. Ensure that the safe distance is maintained and use the brake pedal if needed.
 8410-00 01-3

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
01-4

- 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 01-5

2. CHECKING CABLES AND WIRES

- Check for loose connection or rust.
- Check terminals and wires for corrosion due to electrolyte leakage.
- Check terminals and wires for open circuit.
- Check the wire insulation and coat for damage, cracks or deterioration.
- Check if the conductive parts of the terminals do not contact with vehicle body or other metal parts.
Check that the grounding part has continuity with mounting bolts and vehicle body.
- Check that wires are properly routed.
- Make sure that wires are securely fixed to avoid contact with sharp body parts and high-temperature
- parts, such as the exhaust manifold and exhaust pipes.
The rotating parts, such as fan pulley and fan belt, perturbative parts and wiring should be secured
- tightly at regular intervals.
Secure the wiring between the fixed parts, such as the vehicle body, and vibrating parts, such as the
- engine, after slackening it slightly to prevent it from being damaged.

3. MAJOR CHANGES
ICM Box Assembly
Old New

Deleted hazard relay and added some relays (HDC, Rear LH/RH seat warmers, Blower, Rear
washer/wiper, IGN 1, IGN 2, ACC)
 8710-08 02-3

1. SPECIFICATIONS
1) Electrical Performance
Item Requirement Remark
Rated voltage DC 12.0V
Operatiing voltage DC 9.0V ~ 16.0V Should operate normally within this range.
DC 7.0V ~ 18.0V
(CAN)
Operating temperature -30°C ~ +80°C Should operate normally within this range.
Reserved temperature -40°C ~ +85°C
Max. operating humidity 95%
Resistible voltage 24V
Insulating resistance No heat and fire due to Confined with PCB, waterproof and coating that
the current leaks requires the insulation.
Dark current below 7.0 mA When initiating the sleep mode after removing
ignition key and locking the doors.
Voltage drop below 1.0V A Connector Pin No. 31 and A Connector (15,
16, 17, 18, 19, 20, 29), B Connector (7, 9, 10, 11,
12, 13, 14, 15, 16, 19), C Connector (2, 8, 9, 11)

below 1.5V A Connector Pin No. 31 and A Connector (1, 2,

3, 4, 6, 21, 24, 25, 26, 27, 28), B Connector (1, 3,
4, 6, 18, 20, 23, 24), C Connector (3, 6, 16,17)

2) 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
Modulation method: FSK (Frequency Shift
Keying)
4. Receiving distance: Approx. 10 ~ 15 m (In
case there are not obstacles around the
system)
02-4

3) Rated Load
NO Description Rated Load
1 Chime bell/ Buzzer DC 12V 350mA/DC 12V 40mA (Inductive
load)
2 Front room lamp DC 12V 16W (Lamp load)
3 Ignition key hole illumination DC 12V 1.2W (Lamp load)
4 Seat belt warning lamp DC 12V 1.2W (Lamp load)
5 Seat belt warning lamp DC 12V 1.2W (Lamp load)
6 Parking brake warning lamp DC 12V 1.2W (Lamp load)
7 Door ajar warning lamp DC 12V 1.2W (Lamp load)
8 Door lock relay DC 12V 200mA (Inductive load)
9 Door unlock relay DC 12V 200mA (Inductive load)
10 Siren DC 12V 260W (Inductive load)
11 Tail lamp relay DC 12V 200mA (Inductive load)
12 Hazard relay DC 12V 200mA (Inductive load)
13 Power window relay DC 12V 200W (Inductive load)
14 Rear defogger relay DC 12V 200W (Inductive load)
15 Wiper LOW relay DC 12V 250W (Inductive load)
16 Wiper HIGH relay DC 12V 250W (Inductive load)
17 Front washer motor DC 12V 1.5A
18 Rear washer motor relay DC 12V 500 mA (Inductive load)
19 Headlamp relay DC 12V 750 mA (Inductive load)
20 Front defogger relay DC 12V 200mA (Inductive load)
21 SPWM easy access button illumination DC 12V 1.2 W (Lamp load)
 8710-08 02-5

4) Input Signals
NO. Input Signal Name Logic Status
1 IGN1 ON=BAT (IGN "ON" or "START")
2 IGN2 ON=BAT (IGN "ON")
3 ALT_D ON=BAT (Engine running)
4 Key reminder switch IN=BAT (Key in)
5 Driver’s door switch OPEN=GND, CLOSE=OPEN
6 Passenger’s door switch OPEN=GND, CLOSE=OPEN
- OPEN (one of rear seat)=GND
7 Rear door switch - CLOSE (all rear seats)=OPEN
8 Tailgate switch OPEN=GND, CLOSE=OPEN
9 Hood switch OPEN=GND, CLOSE=OPEN
10 Driver’s door lock/unlock switch LOCK=OPEN, UNLOCK=GND
11 Passenger’s door lock/unlock switch LOCK=OPEN, UNLOCK=GND
- OPEN (one of rear seat)=GND
12 Rear door lock/unlock switch - CLOSE (all rear seats)=OPEN
13 Tailgate lock/unlock switch LOCK=OPEN, UNLOCK=GND
14 Rear defogger switch ON=GND, OFF=OPEN
15 Seat belt switch Unfastened=GND, Fastened=OPEN
16 Theft deterrent alarm select switch ON=GND, OFF=OPEN
17 Parking brake switch ON=GND, OFF=OPEN
18 Air bag collision sensor ON=200 ms Low signal, OFF = OPEN
19 Wiper motor-parking switch Parking=BAT, Rotating=GND
20 Washer switch ON=BAT, OFF=OPEN
21 AUTO switch ON=BAT, OFF=OPEN
22 Auto washer switch ON=BAT, OFF=OPEN
23 AUTO resistance 0W~51Kw (for intermittent wiping)
24 Speed sensor ON=GND (PWM), OFF=OPEN
25 IDR (saving the code) ON=BAT, ORR=OPEN
02-6

NO. Input Signal Name Logic Status

26 Front defogger switch ON=GND, OFF=OPEN

27 Central door lock switch ON=GND, OFF=OPEN

28 SPWM easy access switch ON=GND, OFF=OPEN
29 Multifunction auto light switch ON=GND, OFF=OPEN
ON=BAT/GND, OFF=OPEN (5.1V~9.2V)
30 Turn signal light switch

31 SPWM (Seat Position with Memory) ON=GND (PWM), OFF=OPEN

32 Rain sensor ON=GND (DATA), OFF=BAT
33 Diagnosis ON=GND (DATA), OFF=BAT
34 Immobilizer ON=GND (DATA), OFF=BAT
35 Front door key cylinder switch ON=GND, OFF=OPEN

5) Chattering of Input Signals

1. Vehicle speed: Average speed for 4 pulses from 6 pulses (ignore the input signal for 10 seconds from
IGN1 ON)
The speed maintaining time does not contain the speed calculation time.
2. 20 ms target input:
Wiper motor A/S (parking) terminal
3. 100 ms target input switch
All switches except wiper motor A/S (parking) terminal

6) Time Tolerance
1. If not indicated, time tolerance will be ± 0%.
However, if less than 500 ms, time tolerance will be ± 50 ms.
2. The time indicated in each function does not include chattering processing time from switch input
changing point.
 8710-08 02-7

2. MAJOR CHANGES
REKES Key
Old New

Front Front

Back Back

Changed the appearance of mechanical key and the company symbol

02-8

1. OVERVIEW
STICS (Super Time & Integrated Control System)) communicates with the transmitter (remote controller)
and other electronic units to transmit and receive the signals and data.
The STICS includes the following functions:
- Wiper control
- Ignition key reminder
- Door locking/unlocking
- Lamp control
- Defogger control
- Time lagging control for power window
- Theft deterrent system control
- REKES key
 8710-08 02-9

2. LOCATION

ICM Relay Box STICS Chime

02-10

3. OPERATION
1) Function Description
(1) Wiper control
▶ Wiper and Washer Operations

Front wiper operation Front Automatic Wiping Speed Control Switch

The interval of wiping speed can be adjusted by turning
MIST the control knob upward or downward when the
When moving the wiper switch windshield wiper switch is in AUTO position.
to “MIST” position and Fast: Fast interval
release it, the windshield wipers Slow: Slow interval
operate one wiping cycle. The
wipers will operate continuously
if the switch is held in this
position.

OFF
Wipers are not in operation.

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

HI
LO
Continuous wipe.
Continuous wipe.
fast operation.
slow operation.
 8710-08 02-11

Front auto washer switch

When pressing this switch with the front wiper switch
in “OFF” position, washer fluid will be sprayed
Rear washer and wiper
and the wiper will automatically operate 4 times.
When the switch is fully turned, washer
Then, the fluid will be sprayed again and the wiper
fluid will be sprayed onto the rear
will automatically operate 3 times.
window glass and the wiper will also
operate. When the switch is released,
it will return to the Rear Wiper
Operation mode and only the wiper will
keep operating.

Rear wiper operation

Windshield washer operation

In the “OFF” position, pull the lever
Rear wiper is not in operation. toward you to spray washer fluid on the
windshield and to operate the wipers
1~3 cycles.
Pull the lever briefly (for less than 0.6
seconds): One wiping cycle with washer
Rear washer and wiper spray
When the switch is fully turned, washer Pull and hold the lever for more than 0.6
fluid will be sprayed onto the rear window seconds: Three wiping cycles with
glass and the wiper will also operate. washer spray
When the switch is released, it will return The spray and wiper operation will
to the “OFF” position and turn off the continue until you release the lever.
wiper and washer.
02-12

▶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.
 8710-08 02-13

3. When the washer switch is turned on for more than 0.6 seconds during the wiper operation by AUTO
switch, the wiper operates three times. When it is turned on for a certain period of time (0.1 to 0.59
seconds), the wiper operates once.
02-14

System Diagram
- Operating MIST switch for 0.1 to 0.59 second

- Operating MIST switch for more than 0.59 second

 8710-08 02-15

▶Auto Washer and Wiper Switch

1. When the auto washer switch is turned on with the ignition switch "ON" and the AUTO switch "OFF",
the washer motor output gets ON for 2 second. If the system recognizes the output signal, the wiper
low relay output gets ON during 4 cycles and the washer motor output gets ON for 2 second. Then, the
wiper relay output gets OFF after 3 cycles.

System Diagram
02-16

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 AUTO wiper operation.
5. When the AUTO switch input is received during the auto washer operation, the auto washer
operation stops and the auto INT operation is activated.
 8710-08 02-17

System Diagram
02-18

▶Wiper Operation with Rain Sensor & Auto Light Sensor (except for EU market)

RKSTICS with rain sensing function has the system layout as shown in the figure below.

System layout
 8710-08 02-19

▶ Auto Switch Position Reminder (Power-Up Reminder Wiper)

1. When turning off and on the IGN2 switch with the auto switch on, the system drives the wiper motor
through LOW relay one cycle regardless of communication with rain sensor.
2. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when changing the auto
switch from "OFF" to "ON" position regardless of communication with rain sensor(while the ignition
key is in the "ON" position).
When the auto switch is turned to the "ON" position again from the "OFF" position, the system drives
the wiper motor through LOW relay one cycle only when the rain sensor detects the "Rain Detected"
signal.
02-20

System Diagram
- AUTO Mode Switch ON

- Ignition Switch ON
 8710-08 02-21

▶ 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 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.
02-22

System Diagram
- IGN ON & AUTO Mode Switch ON
 8710-08 02-23

▶ 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 AUTO 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.
02-24

IGN ON & AUTO Mode Switch ON

- IGN ON, AUTO Mode Switch ON, Wiper Motor Parked
 8710-08 02-25

▶ 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 AUTO switch is in "ON" position). * The
wiper motor runs only when the rain sensor requires the wiper operation.
* The wiper motor runs only when the rain sensor requires the wiper operation.

System Diagram
- IGN ON, AUTO Mode Switch ON, Wiper Motor Parking Terminal Stuck in Ground
02-26

2. When the parking terminal is fixed to HIGH with the ignition key and the AUTO switch in "ON"
position, 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.
 8710-08 02-27

▶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 AUTO switch is in "ON" position).

System Diagram
- IGN ON, AUTO Mode Switch ON, Rain Sensor Defective Signal Received
02-28

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 AUTO switch is in "ON" position).

System Diagram
- IGN ON, AUTO Mode Switch ON, Rain Sensor Defective Signal Received
 8710-08 02-29

▶Troubleshooting

Symptom 1: There is no signal wiping in AUTO mode.

1. The windshield wiper should operate one wiping cycle when the engine is started with the wiper
switch in AUTO.
2. The windshield wiper should operate one wiping cycle when the wiper switch is turned to AUTO
from OFF. However, this cannot be done after first operation, if it is not raining. The wiper system
regards the additional 5 minutes after raining as the raining period. Thus, the signal wiping should
be performed even in this period. If this fails, check the pin number 12 (B+) in connector. If the pin
is not defective, check the wiper relay terminals.

Symptom 2: No wiper operation with the wiper switch in AUTO position

1. Check the operation mode of wiper switch.

2. Check the power supply (pin number 3: Ground, pin number 4: IGN) to sensor.
3. Check the wiper relay.

Symptom 3: Abrupt wiper operation (3~4 times) at high speed

If the wiping speed control knob is positioned at FAST position, this may happen because the sensitivity
in FAST mode is extremely high. In that case, move the knob to another position.

Symptom 4: Continuous operation on dry windshield

1. Check if the wiper blade is worn. This symptom may happen when the wiper cannot sweep the whole
wiping range completely. If the wiper blade is worn, replace it with new one.
2. If the wiping speed control knob is positioned at FAST position, this may happen because the
sensitivity in FAST mode is extremely high. In that case, move the knob to another position.

Symptom 5: Too slow or fast wiping operation

Check the wiper operation mode. If the wiping speed control knob is FAST or SLOW position, adjust it to
medium speed mode.
02-30

▶Auto Light Control (except for EU market)

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 AUTO speed, the headlamps
are turned on automatically (while the light switch is in "AUTO" position and the wiper switch is in
"AUTO" position).
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.)

System Diagram
- IGN ON, AUTO Light Switch ON
 8710-08 02-31

Emitter lense
The emitter lens located at bottom of
rain sensing unit guides the infrared
rays from the LED to the target point.

Auto light sensor (Vertical)

Auto light sensor (Horizon)

Auto light sensor

02-32

▶ Speed Sensitive AUTO Wiper

For RKSTICS without the rain sensor, perform the following operation:
1. 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 AUTO VOLUME
when the ignition switch is in the "ON" position and the AUTO switch is in the "ON" position.
The wipers are operated in vehicle speed sensitive mode when turning the AUTO switch to the
- "ON" position with the engine running or starting the engine with the AUTO switch positioned to
"ON".
Intermittent interval (at 0 km/h): 3 ± 0.5 ~ 19 ± 2 seconds
-

2. Vehicle speed calculation

[Input the vehicle speed]
It is calculated by the numbers of input pulses for one second.

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

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

4. 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.
 8710-08 02-33

[Pause time of vehicle speed sensitive INT wiper AUTO]

Pause time

1. Speed Sensitive INT Wiper

- The wiper relay stays ON for remaining period specified INT switch when turning off the
INT switch during INT operation.
- The wiper operates in previously set speed when turning ON the INT switch from OFF
position with the IGN ON.
- The wiper operates in previously set speed when turning ON the Ignition switch with the
switch ON.
2. Control during Faulty Wiper Motor Parking Function
- The wiper system continuously outputs (wiper Low relay ON) when the wiper parking
terminal is stuck in ground or IGN with INT switch ON or washer switch ON. The relays is
turned off immediately after turning off the INT switch.
02-34

(2) Ignition Key Reminder

1. When opening the driver’s door while the ignition key is inserted into the key cylinder, the chime
sounds (0.02 s ON and 1.38 s OFF).
2. When removing the ignition key or closing the driver’s door during the chime operation, the
buzzer stops its operation.
3. This function is not available when the ignition switch (IGN1) is in "ON" position.

Chime

▶ 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.
 8710-08 02-35

(*1): Driver’s or passenger’s door lock switch

(*2): Driver’s or passenger’s door switch

▶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 UNLOCK output, the output continues for approx. 5
seconds.
4. If the ignition switch is in the "ON" position or the ignition switch is removed, the above steps are
performed. If the key is in the key cylinder, the ignition key reminder function is activated.
5. This function does not work if the vehicle speed is over 10 km/h.

(*1) LOCK switches in all doors including tailgate

(*2) Door switches in all doors excluding tailgate
02-36

(3) Warning Buzzer Related Functions

▶ Tail Lamp Left On Warning

1. The buzzer sounds with the interval of 0.3 second when opening the driver's door while the tail lamp
is turned on and the ignition key is removed.
2. The 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.
 8710-08 02-37

System Diagram
- Tail Lamp Relay ON

- Tail Lamp Relay ON & Driver’s Door Open

02-38

▶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.
 8710-08 02-39

System Diagram
02-40

▶ Seat Belt Warning

1. The seat belt warning light comes on and the chime bell sounds for 6 seconds when turning the
ignition key to "ON" from "OFF". 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 bell does not
sound.
2. The seat belt warning light goes off and the chime bell stops when turning the ignition switch to the
"OFF" position.
3. The chime bell stops and the seat belt warning light stays on for the specified period of time when
fastening the seat belt during the warning operation.
4. The seat belt warning light comes on and the chime bell sounds for 6 seconds again when
unfastening the seat belt during fastening operation while the ignition key is "ON" position.
 8710-08 02-41

System Diagram
- Before Fastening Seat Belt

- Turning the Ignition Switch to ON after Fastening Seat Belt

Seat Belt Warning Light Chime

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 bell stops.
02-42

▶ 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 bell sounds for 0.6 seconds and stops for 0.3 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.
 8710-08 02-43

System Diagram
02-44

(4) Lamp Control Function

▶ Front Room Lamp
The front room lap comes on when opening a front door with the “Door” switch ON.
1. The front room lamp comes on when opening a front door.
2. The front room lamp goes out immediately after closing the door with the ignition ON.
3. The front room lamp stays on for 2 seconds after closing the door, and then dims out in 3 seconds.
The front room lamp goes out immediately after turning the ignition ON during the dimming period.
4. The front room lamp comes on for 30 seconds when unlocking the doors with REKES key.
The front room lamp stays on for additional 30 seconds during lamp operation in Step 5 when
5. receiving the UNLOCK signal from REKES again.
6. The front room lamp stays on when opening a front door, and operates as in Step 3 and 4.
The front room lamp dims out when closing the opened door. However, it goes out immediately when
7. getting into the theft deterrent mode.
8. The front room lamp comes on when opening a front door with the ignition ON. And, it goes out
immediately when closing the opened door with the ignition ON.
9.
 8710-08 02-45

System Diagram

Front Room Lamp

The driver’s spot lamp and passenger’s spot lamp comes

on when pressing appropriate lamp switch (1, 2) in. The front
room lamp comes on when pressing the “Door” switch (3)
in.

Center Room Lamp

“Door” position

The center room lamp comes on when opening a rear door with
the center room lamp switch in “Door” position.
02-46

▶ Ignition Key Hole Illumination

1. The ignition key hole illumination comes on when opening the driver's door or passenger's door when
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 "ON" position.
4. The output stops when receiving the lock signal from the remote control key (under anti-theft mode).

▶ Ignition Key Hole Lamp ON When opening a Front Door

 8710-08 02-47

▶ Circuit Diagram of Tail Lamp Auto-Cut (Battery Saver)

▶ 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 not turned off automatically (auto cut) when opening and closing the driver's
door while the ignition is removed and the tail lamp is turned on.
02-48

System Diagram
- Power OFF, IGN ON and Tail Lamp Switch ON with Driver’s Door Open
 8710-08 02-49

(5) Defogging Function

▶ Circuit Diagram of Front/Rear Defogger

- The defogger system defrosts or demists the window glass with the heated wire integrated in
glass.
- When operating the defogger switch, STICS controls the operating time only in IGN2 position.

Rear defogger switch

(Tailgate window and outside rearview mirror
heated glass switch) The tailgate window and
outside rearview mirror heated glass is turned
on for 12 minutes when pressing this

Windshield heated glass switch

The windshield heated glass is turned on

for 12 minutes when pressing this switch.
02-50

▶ Windshield heated glass (deicer) switch

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

System Diagram
 8710-08 02-51

▶ Rear Defogger Timer

1. The rear defogger output is "ON" when turning "ON" the rear defogger switch while the IGN 2 switch
is "ON" (with engine running).
2. The output is "OFF" when turning "ON" the rear defogger switch again during output.
3. 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.
4. The output is "OFF" when the IGN 2 switch is "OFF".

System Diagram
02-52

(6) Central Door Lock/Unlock

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. The door lock system outputs "LOCK" signal for 0.5 seconds when switching from LOCK to UNLOCK
by the driver's or passenger's door key cylinder.
4. The door lock system outputs "UNLOCK" signal for 0.5 seconds when switching from UNLOCK to
LOCK by the driver's or passenger's door key cylinder.
5. The alarm will not be activated when switched to UNLOCK by driver's or passenger's door key
cylinder switch in theft deterrent mode.
6. It does not occur abnormal operation when reconnecting the battery after disconnecting the battery
cable.
7. 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.
 8710-08 02-53

System Diagram

Driver's door lock/unlock switch Passenger's door lock/unlock switch

▶Door Lock/Unlock by Central 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.
02-54

System Diagram

▶ 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
2. signal.
 8710-08 02-55

System Diagram

Door Unlock/Panic Button

Door unlock & Disarming theft deterrent
mode: briefly press
Panic: press for more than 2 seconds
(operative only when the ignition key is in
key cylinder) Indicator
Briefly press: Blinks once
Press and hold: Blinks twice

Door LOCK Function

Briefly press: Locking the doors and
Arming the theft deterrent mode
02-56

▶ 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 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
8. UNLOCK signal unconditionally when turning the ignition switch to OFF position.)
 8710-08 02-57

System Diagram
- Power OFF, ACC ON, IGN ON
02-58

▶ 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 40ms 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 room lamps come on when receiving the collision signal from the air bag collision sensor (except
room lamp switch OFF).
5. The hazard warning flasher relay ON when receiving the collision signal from the air bag collision
sensor.
6. This function reset when disconnecting the battery cables.
 8710-08 02-59

System Diagram
- IGN ON

- 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.
02-60

(7) 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.

System Diagram
- IGN ON/OFF
 8710-08 02-61

▶ 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.

The door lock/unlock operation does not affect the engine hood.

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.
02-62

▶ Power Sleep Mode

1. Entering Condition
1) When all the doors including the hood are closed.
2) When the ignition key is in "OFF" position.
3) When there is no key in the driver's/passenger's door key cylinder.
4) The system enters into the sleep mode for saving power if there is any change for 6 seconds while
the driver's/passenger's/rear doors and tailgate are locked with the above three conditions met.

2. The sleep mode is deactivated immediately if any of them is out of the specified conditions
(wake-up mode).
Also, the sleep mode is deactivated when receiving the UNLOCK signal from the remote control key.

3. The sleep mode in Step 1 is deactivated on following conditions:

- Operation of room lamp, key hole illumination, headlamp, siren, tail lamp or power window
- Unlock signal from REKES key (deactivated for 30 seconds)

4. The sleep mode is deactivated when a door is opened.

 8710-08 02-63

(8) Theft Deterrent

▶ Arming Conditions of Theft Deterrent Mode
1. When receiving the door lock signal with the key removed, all doors are locked and the theft
deterrent mode is activated. At this moment, the turn signal lamps blink twice.
2. When pressing the lock switch on remote control key again in the theft deterrent mode, the turn
signal lamps blink twice and the horn sounds once.
3. When receiving the door lock signal with any door open, the doors are locked but the theft deterrent
mode is not activated. This is called “Ready” mode. In “Ready” mode, the theft deterrent
mode is cancelled when the ignition key is inserted into key cylinder or the door lock button is placed
to unlock position. However, when closing the opened door in ‘Ready” mode, the theft
deterrent mode is activated with two blinks of turn signal lamps and one buzzer signal.
If any door is not opened within 30 seconds after unlocking the doors with remote control key in theft
4. deterrent mode, all doors will be automatically locked again (re-lock operation).
To arm the theft deterrent mode, any of conditions above should be met.
5. (Ex.: The deterrent cannot be activated when locking the doors with a mechanical key.)
02-64

System Diagram
- Ignition Key Removed, Door Closed
 8710-08 02-65

▶ Disarming Conditions
1. The theft deterrent mode is disarmed when unlocking the doors with unlock button on REKES key or
when moving the driver’s door lock switch to unlock position from lock position. When the
deterrent mode is disarmed, the hazard warning flashers blink once.
2. The doors can be unlocked by using a mechanical key in theft deterrent mode. However, the siren
sounds and hazard warning flashers blink for 27 seconds.
3. To disarm the theft deterrent mode, insert the ignition key into ignition key cylinder and turn it to
position.

▶ Alarm Conditions
1. When any door is open in theft deterrent mode
2. When a door switch is moved to unlock position.
3. When a door is open after completion of siren operation (for 27 seconds).

▶ Alarm (Buzzer and Hazard warning flasher Operation)

1. The siren sounds for 27 seconds with the interval of 1 second ON and 1 second OFF.

▶ Alarm Stop Conditions

1. The alarm stops when pressing any button on REKES key.
2. When turning the ignition key to ON position, the theft deterrent mode is disarmed but the siren
sounds until the alarm period (27 seconds) will be elapsed.
3. When unlocking the doors with a mechanical key during alarming period, the alarm stops.
02-66

▶ After Alarm Period

1. The siren and hazard warning flashers will be turned off.

System Diagram
- Alarm Stop Conditions are Met
 8710-08 02-67

▶ Operations when removing and installing the battery

Installed
Normal Armed Warning Remark
Removed
Normal O
Armed Ready O
Armed O
Warning O
Warning Completion O O O
배터리 장착시 경보상태이면 사이렌 및 비상 경고등 점멸 출력은 동작시킨다.
RELOCK Ready O
(경계상태에서 경보조건 발생시와 동일한 동작을 행한다.)

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.
02-68

▶PANIC Alarm
1. When receiving the panic signal with Power OFF, ACC and IGN ON, the siren and turn signal lamps
operate for 27 seconds (ignition key should be in ignition key cylinder).
2. When pressing any button on REKES key during the panic operation, the panic alarm stops. (Other
commands are overridden)

System Diagram
- In Theft Deterrent Mode
 8710-08 02-69

(9) 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.

▶Door Lock ▶Door Unlock/ Panic Button

1. Lock (briefly press) 1. Unlock (briefly press)
If the Lock button is briefly pressed (0.1~0.5 - If the Unlock button is briefly presses
sec), all doors and the tailgate are locked (below 0.5 sec), all doors and the tailgate
and the theft deterrent mode is activated. are unlocked and the theft deterrent mode
is deactivated.
- The front room lamp comes on for 30
seconds when unlocking doors with
REKES key.
2. Panic Function (press and hold)
- When pressing the Panic button for more
than 2 seconds with the ignition key
inserted in ignition key cylinder, the siren
sounds for 27 seconds

Indicator
Briefly press: Blinks once
Press and hold: Blinks twice
02-70

▶ 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 theft deterrent mode is activated when locking the doors with Lock button on REKES key. (Hazard
warning flashers blink twice)
 8710-08 02-71

System Diagram
02-72

▶ Door Unlock
1. The door unlock operates when pressing the door unlock switch on the remote control key for less
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.

System Diagram
 8710-08 02-73

▶ 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.

System Diagram
- In Theft Deterrent Mode

- Any Door is Not Open in 30 Seconds after Unlocking Doors

02-74

4. CIRCUIT DIAGRAM
▶ Power/Ground, Diagnostic, Chime, Buzzer, Warning lamps (Brake, Seat belt, Door ajar)
 8710-08 02-75

▶ Central Door Locking

02-76

▶ Tail Lamp, Hazard Warning Flasher, Power Window

 8710-08 02-77

▶ Defogger
02-78

▶ Panic, Auto Light/Rain Sensing, Room Lamp

 8710-08 02-79

▶ FRT Wiper/Washer
02-80

5. REKES CODING
1) Operating Condition
- The ignition key should be removed from the ignition key cylinder.

2) Code Registration
- The code can be registered only by the scan tool.

3) Transmitter Coding
1. Up to five transmitter can be registered.
2. The received code cannot be output during registration.
3. The REKES key should be coded by the scan tool.
 8710-08 02-81

4) Diagnostic Connector
The diagnostic connector is located at bottom of instrument panel. It consists of 16 pins.
The REKES key should be coded by the scan tool.

Diagnostic connector

▶ Connector Pin

Pin No. Function

1 CAN HI S203 "18"
2 CAN LO S203 "8"
3 -
4 Ground
5 Ground
6 CAN HI S202 "14"
7 -
8 ABS/ESP unit “2”
9 Air bag unit “9”
10 -
11 TCU "A18"(5-A/T)
12 SSPS unit “8”
13 TCCU "21"
14 CAN LO S202 "4"
15 STICS "B21"
16 B+
02-82

5) Coding Procedure
The REKES key should be coded (up to 5 keys) by the scan tool when replacing it with new one.

1. Connect the scan tool to the diagnostic connector. Select “RK-STICS” on the screen, and
“Remote Control Coding” in Diagnosis screen.

2. Remove the ignition key from the key cylinder and press “NEXT’. Press UNLOCK (PANIC)
button on the REKES key for more than 2 seconds.
 8710-08 02-83

3.The first key coding screen below is displayed with a beep. Press “NEXT” to perform the
second key coding.

4.The screen below will be displayed after completion of second key coding. Press
“PREVIOUS” to complete the key coding.

5.Exit from the diagnosis program and disconnect the scan tool from the diagnostic connector. Make
sure that the buttons on the REKES key operate properly.

When coding new REKES key:

When one of REKES keys is lost and a new REKES is purchased, all REKES keys should be
coded.
 7010-09 04-3

1. SPECIFICATIONS (D20DTR)
Unit Description Specification
Coil inductance 420uH ± 20
Coil turns 95T
Coil wire Rich wire (TBD)
Immobilizer control unit
Modulation FSK
Input/Output frequency 134.2kHz ± 4KHz/PWM
Antenna cable Twisted rich wire (TBD)
Frequency 134.2kHz ± 4KHz
Transponder
Operating temperature -40℃ ~ +85℃
04-4

2. MAJOR CHANGES
Blanking Key
Old New

- Changed the material of key fob.

- Changed the key plate design.
 7010-09 04-5

1. 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 has 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
your vehicle to start the engine.

Immobilizer Warning Lamp (meter cluster) Immobilizer Control Unit

Diagnostic Connector REKES Key ECU

04-6

▶ What is the immobilizer system?(D20DT, D27DT, D27DTP, G32D)

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 warning lamp

Immobilizer unit

Transponder
(for Diesel engine)
* Transponder
(for gasoline engine)

Battery
 7010-09 04-7

2. SYSTEM DIAGRAM
▶ D20DTR

New

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.

▶ D20DT, D27DT, D27DTP, G32D

04-8

3. OPERATING PROCESS (D20DTR)

1) Operation and Warning Lamp
(1) Operating process
1. The ECU sends the challenge message to immobilizer control unit when turning on the ignition. (It
requests the validation of key. If failed, sends validation signal 3 times in 2 seconds again. If the
validation is failed again, stop the validation and wait for 10 seconds, and then start new validation
process.)
2. The immobilizer control unit sends the crypto code to the transponder.
3. The transponder sends back the crypto signal to the immobilizer control unit as a response.
4. The immobilizer control unit converts the signal to crypto signal.
5. The immobilizer control unit compares the crypto signal with the signal from the transponder.
6. If two signals are identical, the immobilizer control unit determines the key is valid, and it sends the
positive message to the ECU.
7. The ECU allows starting the engine.

Transponder Immobilizer ECU

Control Unit
CAN HIGH

CAN LOW

In the following cases, you may be unable to start the engine 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 lighting equipment, security keys
or security cards.
- When the key is close to a magnetic or metal object or a battery.
 7010-09 04-9

(2) Immobilizer and Warning Lamp

Instrument cluster 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:
immobilizer unit is not coded

The immobilizer indicator does not come on if the communication time between immobilizer key and
ECU is too short.
04-10

▶ Immobilizer Function (D20DT, D27DT, D27DTP, G32D)

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.

The immobilizer unit transmits the encrypted

code to the transponder.
Immobilizer Unit
Transponder
(for DI engine)
Transponder for
gasoline engine

The transponder sends an encrypted signal The transmitted code is changed to an

to the unit as a response. encrypted signal in the unit.

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.
 7010-09 04-11

▶ 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:
immobilizer unit is not coded

- The immobilizer indicator does not come on

if the communication time between
immobilizer key and ECU is too short.

When turning the ignition key to ON position,

the ECU transmits the challenge message to
the immobilizer unit. (to verify whether the
key is valid)

ENGINE CONTROL
UNIT (ECU)

Only when the two signals are identical, it The ECU enable the engine to be started.
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.
04-12

4. CIRCUIT DIAGRAM
▶ D20DTR
 7010-09 04-13

▶ D27DT/D27DTP
04-14

5. FUNCTION
1) Overview
The information below is the function that applies to the REKES key and immobilizer key.

Indicator

Door Unlock/Panic Briefly press: blinking once

Press and hold: Blinking twice
1. Unlock (briefly press)
- If you press this button briefly, all doors
and the tailgate are unlocked and the
theft deterrent mode is deactivated.
When the deterrent mode is
- deactivated, hazard warning flashers
blink once.
If a door is not opened within 30
- seconds after unlocking the doors with
remote control key in theft deterrent
mode, all doors will be automatically
locked again (change to theft deterrent
mode)
Door Lock

2. Panic Function (press and hold) 1. Lock (briefly press)

- If you are in your vehicle and feel threatened while - If you press this button briefly, all
the ignition key is inserted into the key switch, you doors and the tailgate are locked and
may activate the alarm to call attention. If you press the theft deterrent mode is activated.
this button, the warning siren will sound for approx. When the theft deterrent mode is
30 seconds. activated, the hazard warning flashers
- The panic function will stop when any of the buttons blink twice.
on the remote control key is pressed.
 7410-32 05-3

1. SPECIFICATIONS
1) Driver's Power Seat
Inputs Specification
Type Reed switch type
ON:OFF ratio 50 ± 20 %
Contact current Max. 0.5 A
Chattering Max. 0.2 msec
Stroke Sliding 228 mm ± 3 mm
Reclining 23˚ (front) ↔ 0˚ ↔ 48˚ (rear)
Lift (FRT/RR) 30 ± 3mm
Position sensor
Total number of Sliding 1,200 Pulse
pulses
Lift (FRT/RR) 46.93 Pulse
Operation speed Sliding 17. 9 mm / Sec
Reclining 3.50˚ / Sec
Lift (FRT/RR) 7.0 mm / Sec
Resolution Sliding 0.188 / Pulse
Lift (FRT/RR) 0.64 / Pulse
Variable resistance REC
Type Self-return type (Active low)
SPWM memory
Contact current Min. 10mA
switch
Chattering Max. 10 msec
Type Self-return type (Active low)
Manual switch Contact current Max 7A
Chattering Max 10 msec
05-4

2) Actuator
Actuator Specifications
Rated voltage DC 12V
Operation current Sliding Max 2A (No-load)

For sliding/ Reclining (REC) Max 3.6A (AT 1.5 Nm)

reclining/raising front Max 8.0A (AT 12 Nm)
and rear (DC motor) Lift (FRT/RR) Max 3A
Limited current Sliding Max 16A
Reclining Max 13A
Lift Max 11A

3) Outside Rearview Mirror

▶ Manual Mode (Normal): 12V

Inputs
Horizontal Center Vertical
Controls
UP GND 12V GND
DOWN 12V GND 12V
OFF GND GND GND
RIGHT GND 12V 12V
LEFT 12V GND GND
 7410-32 05-5

▶ Position Sensor and Folding Switch

Inputs Specification
Type Variabel resistance
Rated voltage DC 5V
Position sensor Output tolerance ± 0.1 V (± 2% from max. output)
Supply current Max 20 mA, 0.25W
Operation range Vertically and horizontally: ± 8˚
Type Self-return type (active high)
Folding switch Contact current Min 10mA
Chattering Max 10 msec
Type Self-return type (Active low)
Manual switch Contact current Max 7A
Chattering Max 10 msec

▶Electric Specifications of Motors

Inputs Specification
Rated voltage DC 12V
Operating current Max 0.2A
Mirror position motor
Limited current Max 1.5A
Mirror operating speed 2.5˚ ± 0.5˚ / sec (at 12V)
Rated voltage DC 12V
Operating current Max 3A
Folding motor Limited current Max 3.4A
Turn over torque (by hand) Manual folding: min. 50 kgf?cm
Electric folding: max. 100kgf?cm

▶ Outputs from Mirror Position Motor (Normal mode: Grounded)

Inputs
Horizontal Center Vertical
Controls
UP GND GND 12V
DOWN 12V 12V GND
RIGHT GND 12V 12V
LEFT 12V GND GND
05-6

4) Buzzer
▶Electric Specifications

Output Specification
Rated voltage DC 12V

Buzzer Rated current Max 30 mA

Acoustic pressure MIN 92 dB
Base frequency 2200 ± 150 Hz

▶Outputs

SPWM unit 1. Output time: 2Hz, DUTY 20% (ON: 0.1 sec.,
OFF: 0.4 sec.)
2. Buzzer output conditions

Buzzer - When the memory operation is permitted

(memory switch ON): once
- After completing the memory recall (position
switch ON): three times
- When starting to recall the memory (position
switch ON): once
- When pressing the position switch button
twice consecutively: three times
- When detecting a sensor error while recalling
(position switch ON): three times
Buzzer
- No buzzer output for the easy access
memory/recall operations
- No buzzer output for the outside mirror
position recall by the auto down operation
when reversing
 7410-32 05-7

2. MAJOR CHANGES
Changed the memory recall logic
Changed logic

Changed the number of buzzer operation (2→3) after recall of memory setting for driver’s seat &
outside rearview mirror.
05-8

1. OPERATION
1) Switch Operation
1. Seat position control: Sliding, Seatback reclining, Seat height adjustment, Seat cushion angle
adjustment.

Seat height & Seat cushion angle adjustment

Sliding Seatback reclining

Outside rearview 2. Outside rearview mirror position switch

Outside rearview
mirror position operation: Up/Down/Left/Right (venter
mirror folding
control position: not operative)
3. Mirror folding switch operation: Folding and
Unfolding
4. Operations in step 1 & 2 override the memory
operation and memory recall operation.

To prevent the redundant current

consumption during motor running, the
motor starting point in each process is
delayed for 100 ms in automatic control
(memory recall). The operation sequence is
as below:
Slide → Reclining → Lift (Front) → Lift
(Rear)
 7410-32 05-9

2) Driver's Seat and Outside Rearview Mirror Memory Setting and

Recalling
▶ Setting Conditions
- Parking brake : Applied - Vehicle speed : lower than 1 km/h
- Shift lever : In "P" position - Ignition: ON (Don't start the engine for safety)

* Data source
- Parking brake & IGN ON: STICS → SPWM
- Shift lever position & vehicle speed: Meter cluster → SPWM

In the conditions above, the memory setting for driver’s seat and outside rearview mirror is
available.

▶ Memory Setting (driver's seat and outside rearview mirror)

Outside rear- Position memory set

view mirror button Position buttons

Driver's seat Press the set switch for over Within 5 seconds, press one
200ms to enter the memory of the position buttons
Adjust the positions of the setting mode. (1,2,3) for over 200 ms to
driver's seat and the outside complete the memory setting
rearview mirrors. procedure.

The buzzer sounds once The buzzer sounds twice

05-10

▶ Cancellation of Memory Setting

- When no position button is pressed within 5 seconds after pressing the memory set button
- When operating the driver's seat and the outside rearview mirror manually
- When turning the ignition OFF while setting the memory
- When the parking brake is relased or the shift lever is moved from the "P" position to any other
positions while setting the memory
- When driving the vehicle (at speed over 1 km/h)
- When the memory setting procedure is completed, the memory setting procedure is automatically
cancelled and the buzzer sounds twice.
- All the stored positions (position switch 1, 2, 3) get erased when removing the battery.

▶ Recalling the Memory Setting

Outside mirror
Position button

Driver's seat

Press one of the position buttons for over 1.5 The driver's seat and outside rear view mirrors
seconds. start to move to the stored positions. When the
process is completed, a buzzer sounds third.

The buzzer sounds once The buzzer sounds three times

 7410-32 05-11

▶ Conditions that cannot recall the memory settings

- Ignition OFF
- Vehicle with A/T: The shift lever is any position other than "P" with the parking brake released.
Vehicle with M/T: The parking lever is released
- The seat memory stop button ( : stop switch) is pressed during the recall process
- If the seat position is manually adjusted during recall process, the seat recall operation stops
but the outside rearview mirror continues to move to the set position.
- If the outside rearview mirror is adjusted during recall process, the outside rearview mirror recall
operation stop but the seat continues to move to the set position.
05-12

3) Outside Rearview Mirror Folding/Unfolding Function

(1) Folding/Unfolding
1. When pressing the folding switch for approx. 1 second, the outside rearview mirrors are
folded/unfolded.
2. This folding/unfolding function can be used for 24 to 30 seconds even after turning off the ignition
switch (However, this delayed operating time stops when opening the driver's door).
3. To prevent the motor from stopping during folding/unfolding process, this delayed operating time is
extended for additional 13 seconds if pressing the switch within 30 seconds (T2) after turning the
ignition OFF. If pressing the switch again during the additional operating time, the delayed operating
time is extended again for additional 13 seconds.

▶ Timing Chart

The outside rearview mirror folding switch is supplied the power from the power window relay.
Therefore, the maximum extended time is 30 seconds. If the driver's or passenger's door is opened
during this extended time, the relay cuts the power OFF.
 7410-32 05-13

4) Easy Access Function

▶ Seat Return Operation When Turning the Ignition Switch to ON Position
When turning the ignition switch to ON from OFF position with the easy access switch pressed, after 30
ms, STICS starts to send the return signal to SPWM unit. If SPWM receives the data properly, it
operates the return operation.

The prohibit conditions for the easy access seat return operation are as follows:
- The parking brake is released or the shift lever is in any position other than "P".
- Any of seat switch is operated during the return operation.
- Ignition switch is cycled (ON and OFF) with short interval (approx. 1 ~ 1.5 seconds) for over 3
seconds.
05-14

▶ Easy Access Operation When Getting Off

When removing the ignition key (key reminder switch OFF) from the ignition switch with the easy access
switch pressed, STICS sends the easy access data to SPWM unit.
The SPWM unit immediately moves the seat backwards for approx. 50 mm and lowers it as far as it
goes.

- If an error is detected from the motors (sliding motor/cushion front motor/cushion rear motor) during
operation after removing the ignition key, the motor with error stops its operation and other motors
continue to complete their operations.
- If cycling the key reminder switch (OFF → ON → OFF) within 1 second, STICS sends the
easy access stop signal to SPWM unit.
- The SPWM overrides all STICS data signals in one second after receiving the easy access stop
signal.
 7410-32 05-15

▶ Conditions for Stop and Prohibition of Easy Access Operation

1. The easy access switch is in "OFF" position.
2. The STICS sends "Stop" signal to SPWM unit when turning off the easy access switch during the
easy access operation.
3. If STICS receives the easy access switch signal in sequence of ON, OFF, then OFF within one
second during the easy access operation, STICS overrides the third signal and doesn't send any
date to SPWM unit.
4. If an error is detected on a sensor, the affected motor doesn't operate until it receives normal sensor
input.
5. The vehicle speed is over 1 km/h.
6. When the seat switch is operated.
7. If the shift lever is any position other than "P" or the parking brake is disengaged

▶ LED on Easy Access Switch

1. LED "ON": Easy access operation is activated.
2. LED "OFF": Easy access operation is stopped or prohibited.

▶ Easy Access Operation Order

1. Moving the seat backward > Raising the front end seat cushion > Raising the rear end seat cushion
There is a 10 ms of pause time between "Moving the seat backward" and "Raising the front end seat
2. cushion" operations.
 8611-31 07-3

1. OVERVIEW
The front seat warmer system consists of the variable control type front seat warmer unit and its operation
switch. The rear seat warmer unit is not variable control type but ON/OFF control type. The rear seat
warmer switches LH/RH control the rear seat warmer relays LH/RH in the ICM.

2. LAYOUT
Front seat warmer unit

Front seat heated wire: seat and seatback

Rear 1st seat heated wire: seat

Front seat warmer switch ICM box Rear seat warmer switch

Rear for rear seat warmer

07-4

3. CIRCUIT DIAGRAM
▶ Front variable seat warmer (Seat/outside mirror memory)
 8611-31 07-5

▶ Front variable seat warmer (Seat/outside mirror non-memory)

07-6

▶ Rear seat warmer

 8010-01 08-3

1. SPECIFICATIONS
1) Power, Voltage, Current
Description Specification
Rated voltage DC 12V
Operating voltage DC 9V ~ 16V
Inspection voltage DC 13.5V
Operating temperature -30°C ~ +75°C (during driving)
Storage temperature -40˚C ~ +85˚C
Performance reserve DC 10V ~ 15V
temperature
Dark current below 3 mA at stable status (stand-by mode) after 180 seconds from
IGN OFF

2) Illumination Level
(1) Black-Face Model
Classification When Tail Lamp ON Illumination level (%)
Day 100% 100~25, 6 steps
Night 40% compared to the level in 40~10, 6 steps
daytime
08-4

3) Color and Specification for Indicators and Warning Lamps

Name Color Specification Name Color Specification
Turn signal Green 3.3V 4WD HIGH indicator Green 3.3V
indicator (L, R) 20 mA (P/TIME) 20 mA
Seat belt reminder Red 2.0V 4WD LOW indicator Yellow 2.0V
20 mA (TOD, P/TIME) 20 mA
Battery charge Red 2.0V Winter mode indicator Green 3.3V
warning lamp 20 mA 20 mA
Low fuel level Yellow 2.0V Engine check warning Yellow 2.0V
warning lamp 20 mA lamp 20mA
High beam Blue 3.8V EBD warning lamps Yellow/R 2.0V
indicator 20 mA ed 20 mA
Engine oil Red 2.0V Front fog light indicator Green 3.3V
pressure warning 20 mA 20 A
lamp
Brake warning Red 2.0V Immobilizer indicator Yellow 2.0V
lamp 20 mA 20 mA
Door ajar warning Red 2.0V Hazard indicator Red 2.0V
lamp 20 mA 20 mA
ABS warning lamp Yellow 2.0V Engine overheat Red 2.0V
20 mA warning lamp 20 mA
Glow indicator Yellow 2.0V Water separator Red 2.0V
20 mA warning lamp 20 mA
Air bag warning Red 2.0V SSPSwarning lamp Yellow 2.0V
lamp 20mA 20 mA
Auto cruise Green 3.3 V Low tire pressure Yellow 2.0V
indicator 20 mA warning (Global 20 mA
warning)
4WD CHECK Red 2.0V TPMS warning lamp Yellow 2.0V
warning lamp 20 mA 20 mA
(TOD, P/TIME)
HDC indicator Green 3.3V Light indicator Green 3.3V
20 mA 20 mA
 8010-01 08-5

1. OVERVIEW
Two types (Black-Face type and Clear type) of meter cluster are used in this model. The meter clusters
uses CAN communication lines with the electric units and the LCD display window is located on the
lower side of the meter cluster.

2. SYSTEM LAYOUT
ODO Meter Fuel Gauge

For A/T equipped vehicle

Tachometer Speedometer Coolant Temperature

Gauge
08-6

3. WARNING LAMPS AND INDICATORS

1) Black-Face Type
 8010-01 08-7

Trip switch
08-8

2) Clear Type
8010-01 08-9
08-10

2) Description for Warning Lamps and Indicators

▶ High beam indicator

Blue

This indicator comes on when the high beam headlamp is switched on.

▶ Front fog light indicator

Green

This indicator comes on when the front fog light is switched on.

▶ Light indicator

Green

This indicator comes on when the tail lamp or headlamp is switched on.

▶ Glow indicator

Yellow
- When the ignition switch is turned to “ON”, this indicator comes on
and stays for a short time or may go off right away.
- When the pre-glow system is faulty, this indicator comes on.

▶ Water separator warning lamp

Red
- This warning lamp comes on when the ignition switch is turned to
“ON” and should go off in a few seconds.
- When the water level inside the water separator in the fuel filter exceeds a
certain level, this warning lamp comes on.
 8010-01 08-11

▶ Low fuel level warning lamp

Yellow
- This warning lamp indicates that the fuel level in the tank is getting
exhausted (GSL: below 12 liters, DSL: below 9.5 liters).
- The illuminating point of this warning lamp varies according to the driving
conditions such as driving angle and road conditions.

▶ Engine overheat warning lamp

Red This warning lamp comes on when the ignition switch is turned on and
goes off when the engine is started.
When the engine coolant temperature is abnormally hot (over 120°C),
the engine overheat warning lamp blinks and a warning buzzer sounds.

▶ Door ajar warning lamp

Red
This lamp comes on when a door or the tailgate is either opened or not
closed securely.

▶ Seat belt reminder (Driver’s)

Red
This warning lamp blinks and the warning buzzer sounds for 6 seconds when
the ignition switch is turned to the “ON” position unless the driver’s seat
belt is securely fastened.

▶ Air bag warning lamp

Red - When the ignition is switched on, this warning lamp illuminates and then
should go off, to confirm that the air bag is operational.
- If it does not come on, or if it does not go off, or if it flashes or illuminates
continuously while driving, it means that there is a malfunction in the
system.
08-12

▶ ESP indicator/warning lamp

Yellow
ON: This warning lamp comes on when ESP system is defective.
Blinking: This indicator blinks when the ESP system is operating.
This warning lamp comes on when the ignition switch is turned to “ON”
and should go off in a few seconds.

▶ ESP OFF indicator

Yellow
- This warning lamp comes on when the ignition switch is turned to
“ON” and should go off in a few seconds.
- This indicator comes on when pressing the ESP OFF switch to deactivate
the ESP function.

▶ Engine check warning lamp

Yellow
- If the lamp stays on or comes on while driving, some of the engine control
components including sensors and devices are defective.
- This warning lamp is blinking when the CDPF (Emission collecting filter) is
contaminated with carbon.

▶ Battery charge warning lamp

Red
- This warning lamp comes on when the ignition switch is turned on and it
goes off when the engine is started.
- If this lamp doesn’t go off after engine starting or comes on while
driving, it means there is a malfunction in the system.

▶ Engine oil pressure warning lamp

Red
- This warning lamp comes on when the ignition switch is turned on and it
goes off when the engine is started.
- If this warning lamp comes on during driving, check the engine oil level.
 8010-01 08-13

▶ Brake warning lamp

Red - This warning lamp comes on when the ignition switch is turned to
“ON” and should go off in a few seconds.
- This warning lamp comes on when the parking brake is applied and/or the
brake fluid level is lower than a specified level.
- If the ABS warning lamp and the brake warning lamp come on
simultaneously, EBD system is defective.

▶ ABS warning lamp

Yellow
- This warning lamp comes on when the ignition switch is turned to
“ON” and should go off in a few seconds.
- This warning lamp comes on when the ABS system is defective.

▶ EBD warning lamps

Yellow/Red
If the ABS warning lamp and the brake warning lamp come on
simultaneously, EBD (Electronic Brake force Distribution) system is
defective.

▶ SSPSwarning lamp

Yellow
This warning lamp comes on when the SSPS system is defective.When this
warning lamp comes on, the steerability becomes heavier.

▶ Immobilizer indicator

Yellow - This indicator comes on when the ignition key is communicating with the
engine control unit (during engine starting) for 0.5 seconds.
- The time needed for communication between the immobilizer key and ECU
may vary. When the time is very short, the immobilizer indicator does not
come on.
08-14

▶ Hazard indicator

Red

This indicator blinks when the hazard warning flashers are switched on.

▶ Auto cruise indicator

Green

This indicator comes on when the cruise control system is switched on.

▶ Left Turn signal indicator

Green

This indicator blinks when the left turn signal switch is turned on.
Both indicators blink when the hazard warning switch is turned on.

▶ Right Turn signal indicator

Green

This indicator blinks when the right turn signal switch is turned on.
Both indicators blink when the hazard warning switch is turned on.

▶ Winter mode indicator

Green
- The indicator comes on with the Winter mode symbol in LCD display when
the Winter mode (W) switch near the gear selector lever is pressed.
Use this mode to drive off smoothly on an icy and slippery road.
-
 8010-01 08-15

▶ HDC indicator

Red/Green

This indicator comes on or blinks according to HDC operations.

▶ TPMS warning lamp

Yellow - This warning lamp comes on when the ignition switch is turned to
“ON” and should go off in a few seconds.
- This indicator comes on when the TPMS is defective.
- This indicator comes on when the global warning lamps comes on (blinks
for 70 seconds, 0.4s ON/OFF)

▶ Tire inflation pressure indicator

Green/Yellow
This indicator illuminates in green when the ignition switch is turned to
“ON” and should go off in 15 seconds. If a specific tire indicator
illuminates in yellow or blinks, the tire inflation pressure may be abnormal or
the tire inflation pressure sensor is defective.

▶ Low tire pressure warning (Global warning)

Yellow - This warning lamp comes on when the ignition switch is turned to
“ON” and should go off in a few seconds.
- Lamp ON: over-inflated (over 48 psi)
- Lamp ON: under-inflated (24~26 psi for more than 10 minutes)
- Lamp ON: under-inflated (below 24 psi)
08-16

▶ 4WD LOW indicator (TOD, P/TIME)

Yellow
When shifting the driving mode to “4L”, this indicator blinks until the
shifting operation is completed. After completion of the mode change to 4L,
the indicator comes on.

▶ 4WD HIGH indicator (P/TIME)

Green
When shifting the driving mode from “4L” to “4H”, this indicator blinks
until the shifting operation is completed. After completion of the mode
change to 4H, the indicator comes on.

▶ 4WD CHECK warning lamp (TOD, P/TIME)

Red
This warning lamp comes on when the ignition switch is turned to “ON”
and should go out if the system is normal. If the “4WD CHECK”
warning lamp stays on, 4WD system is defective.
 8010-01 08-17

3) Display Sequence
08-18

4) Illumination Level Adjustment

The illumination level for instrument cluster can be adjusted by TRIP switch in 6 steps in day mode and
night mode.

Day Mode (Tail Lamp OFF) Night Mode (Tail Lamp ON)

The illumination level for instrument cluster can be adjusted by TRIP switch in 6 steps.
 8010-01 08-19

5) System Analysis
08-20
 8010-01 08-21

6) Odometer (ODO) and Trip Meter (TRIP)

The total driving distance (0 to 999,999 km or 0 to 999,999 miles) and the trip distance (0.0 to 999.9 km
or 0.0 to 9,999.9 miles) are calculated by using the value of pulse per 1 km which is programmed in the
EEPROM.
08-22

7) Buzzer
▶ Specifications

Function Signal
Operating temperature -20 ~ +70 ℃
Storage temperature -30 ~ +80 ℃
Sound pressure level 70dB/min (2kHz, square wave, 10cm)

▶ Output

Buzzer
Description Priority Remark
ON_TIME OFF_TIME
Buzzer output (R 160ms - 1 Available only in “R” (M/T) and
부저 우선순위 비고
position) Non-PAS (outputs 610ms after
ON_TIME OFF_TIME entering “R” position)
Over-speed 500ms 200ms 2
warning
ESP 100ms 100ms 3
High temp. warning 500ms 500ms 4 over 120°C

Fuel filter 500ms 500ms 5 ON for 6 seconds then OFF when

starting engine (over 400 rpm)

The buzzer with lower priority outputs when the buzzer with higher priority is turned off.
 8010-01 08-23

8) Functions of HDC Indicator

HDC Indicator HDC Switch

The brake system operates properly even if the HDC system is defective.
HDC indicator ON when;

- Turning the ignition ON

- There is an error in HDC system
- The brake system overheats
08-24

HDC Warning
HDC Indicator
Lamp
Green Red
HDC Operation

Turning the ignition ON (From hence, this signifies the

operation mode with engine running. If the ignition is turned
OFF ON
OFF, HDC stops the operation even HDC switch is still ON.)

Not available HDC switch OFF ON OFF

HDC system is defective OFF ON
Stand-by HDC switch ON ON OFF
HDC switch is turned ON, but it does not operate because the operating
requirements (road steep grade or vehicle speed) are not met.
In operation HDC is operating Blinking (0.5s) OFF
HDC switch ON and the operating requirements are met.
System High temperature of Stand-by OFF OFF
overheats brake system (over
In operation The indicator blinks in green and red
350°C)
(0.5s)
Too high temperature of brake system OFF ON
(450°C)
No independent temperature sensor, but the programmed logic in HECU estimates
the temperature based on the frequency and conditions of HDC.
 8010-01 08-25

9) ESP Warning Lamp

▶ ESP Warning Lamp Blinking in Control

ESP 작동등

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 at least four
times every 175 milliseconds.
08-26

▶ ESP System Cancellation Using the ESP OFF Switch

When the ESP switch is pressed (for over

approximately 150ms), 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 150ms.
The switch returns to normal position when
2. the OFF switch is released.
The ESP system will be cancelled after
3. approximately 150ms.

Based on the above procedures, we can see that the ESP system will be cancelled after a certain period
(approx. 150ms) 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 pressingthe ESP OFF switch. When
you turn the ESP system off by pressing the ESP switch for over 150ms, the TCS system is turned off.
And the basic ABS system will operate.
 8010-01 08-27

10) TPMS Indicator and Warning Lamps

▶ Tire Pressure Indication

TPMS related
Indicators

The tire pressure cannot be displayed on the meter cluster immediately after starting the engine. TPMS
start to recognize the tire pressures in 10 minutes of continuous driving (over 20 km/h) after starting the
engine.If the system is not ready yet, LCD display shows “--”.

▶ TPMS Warning Lamp

- This warning lamp comes on for 15 seconds (initially) or 10 seconds (resumed from tire pressure
indication, alarm or warning condition) when the tire pressure in each wheel is in the specified value.

▶ Tire Pressure Indicator

- The tire pressure indicator appears when pressing the TRIP switch for more than one second in
ODO mode.
- The tire pressure indicator returns ODO mode when pressing the TRIP switch for more than one
second or wait for more than 10 seconds without any switch input. The tire pressure indicator
changes its mode between Front tire mode and Rear tire mode when pressing the TRIP switch for
less than one second.
- The LCD display changes to the Trip A mode when pressing the TRIP switch for less than one
second in ODO mode.
08-28

4. WARNING
▶ TPMS Warning Lamp and Tire Pressure Warning (Global Warning)

Warning ON Conditions
Failure
Warning Lamp
- Yellow - Yellow
- Comes on immediately - Blinks (0.4s ON/OFF) for
70 seconds and the stays
on
- Error in TPMS system

- Yellow - Yellow
- Comes on immediately - Affected tire symbol

- Defective wheel module

- Yellow - Yellow
- Blinks (0.4s ON/OFF) for - Affected tire symbol
70 seconds and the stays
- Error in TPMS system
on
- Low tire pressure
- Flat Tire

There could be the condition that turns on two warning lamps at a time. In this case, follow the priority as
below:
 8010-01 08-29

▶ Tire Pressure Indicator

Tire Pressure Indicator (Changed from ODO mode to Tire pressure display mode)

In ODO mode, the symbol for abnormal tire comes In tire pressure display mode, the symbol for
on in yellow. abnormal tire comes on in yellow and the other
symbols come on in green.

Tire Pressure Condition LED color/ON condition/Indication

Normal - Specified tire pressure: 32 psi - Comes on in

- 10 minutes of continuous driving (over 20 green (10~15
km/h) s) and then
* The tire pressure should be measured goes off
at 18°C in CVW.
High pressure - The tire pressure exceeds 48 psi - Yellow
- Blinks (0.2 s
ON/OFF)

Imbalance - Too high pressure imbalance in tires - Yellow

- Imbalance: over 4 psi - Blinks (1.0 s
ON/OFF)

Insufficient - Too low tire pressure - Yellow

pressure, - Blinks (0.4 s
Low pressure, ON/OFF) for
Punctured tire 70 seconds
Insufficient Maintained 24~26 psi for and then stays
more than 10 minutes on
Low Below 24 psi - Yellow
- Comes on
Punctured Changes 3 psi a minute while
the vehicle is moving immediately
08-30

5. SELF DIAGNOSIS
Activation: 1. Turn the ignition ON with the TRIP switch pressed.
2. Press and hold the TRIP switch 5 to 10 seconds after engine start, and then
press it 5 times briefly.
3. The system starts the self-diagnosis.
Deactivation: IGN OFF or engine start

1. Self-diagnosis for gauge

- Speedometer: Check the whole speed range (minimum to maximum).
- Tachometer: Check the whole rpm range (minimum to maximum).

2. Self-diagnosis for symbols

- All symbols ON
(except the wired type symbols: air bag, passenger air bag, turn signal, hazard, high beam, front fog
light)

3. Others
- When entering into the self-diagnosis mode, the instrument cluster illumination output will be 100%.
All the remaining segments are ON.
- The mode and illumination switch inputs are overridden.
-

5. VARIANT CODING
- The instrument cluster enables all functions by receiving the vehicle's variant codes through CAN lines
when turning the ignition switch to ON position.
- The verified system by variant code activates the pre-warning and time-out operation. If not verified, all
data for the systems, even exiting in CAN network, are overridden.
 8511-29 07-3

1. SPECIFICATIONS
1) Multi-Function Switch
Description Specifications
Multifunction Rated voltage DC 12V
switch
Operating temperature range -30℃ ~ +80℃
Rated load Light switch Turning on: 1 A (Relay load)
Dimmer and passing switch High beam: 9.2 A (Realy load)
Low beam: 1 A (Realy load)
Passing: 10 A (Relay load)
Turn signal light switch 6.6 ± 0.5A (Relay load)
Wiper switch Low: 5 A, High: 7 A (Motor load)
Intermittent: 0.22 ± 0.05 A
(Relay load)
Fixed: Max. 28 A (Motor load)
Washer switch 4A(Motor load)
Intermittent wiper switch Max. 25 mmA
Horn connector 1A (Relay load)

2) Center Switch Cluster

Description Specification
Center switch cluster Hazard switch DC 12V, 10A (Lamp load)
Windshield heated glass switch

Tailgate and outside rearview

mirror heated glass switch
DC 12V, 0.1A (Indicator load)

ESP OFF switch

HDC switch
PAS OFF switch
07-4

2. MAJOR CHANGES
Center Switch Cluster
Old New

Changed to independent switch type from integrated switch type

Hazard Switch
Old New

Changed the design of hazard switch

07-6

1. OVERVIEW
Multifunction Switch

Rear wiper and washer Auto Washer Switch

coupled operation When the front wiper
switch is off and this switch
Rear wiper operation is pressed, washer fluid will
be sprayed and the wiper
will automatically operate 4
times. Then, the fluid will be
automatically operate 3
Auto light position times.
Rear wiper and washer
coupled operation.
Front wiper operation
range(move the wiper
lever up/down)

Remote Audio Controls & Gear Shift Button (A/T)

on Steering Wheel

Audio power Gear shift button

switch

Audio remote control switch

Door Switches (Driver side)

Door lock/unlock switch Easy access & seat

memory switch
Driver's Power Window Switch
Outside rearview mirror
Driver can controls all door
folding switch
windows
(Open/Close/Lock/Unlock) and
Outside rearview mirror
doors (Lock/Unlock) with this
adjustment switch
switch unit.
 8511-29 07-7

Center Switch Cluster

Heated Windshield Glass Hazard Switch PAS off Switch

Switch(Deicer)

Heated Tailgate Glass & ESP OFF switch

Outside Rearview Mirror
Galss Switch HDC switch

Cruise Control Switch

ACCEL

ON/OFF

DECEL

4WD Switch Front Seat Heating Switch

TOD

LH Seat warmer RH Seat warmer

Part-time switch switch
 8310-00 10-3

1. SPECIFICATIONS OF LAMPS
▶ Exterior Lamps

Description Numbers GEN EU

Headlamp High beam 2 55W 55W/15W
Low beam 2 55W 55W
Tail/Position lamp 4 LED LED
Front combination Front fog lamp 2 35W 35W
lamp
Turn signal lamp 2 21W 21W
Outside turn signal lamp (supplemental turn 10 LED LED
signal lamp)
Rear combination Stop lamp (Upper) 32 LED LED
lamp
Stop lamp (Lower) 24 LED -
Tail lamp 16 LED LED
Turn signal lamp 2 21W 21W
Back-up lamp 2 16W 16W
Rear fog lamp 2 - 21W
High mounted stop Stop lamp 18 LED LED
lamp
High mounted stop lamp 2 16W 16W

▶ Interior Lamps

Description Specification Numbers

Front room lamp 10W 2
Glove box lamp 10W 1
Center room lamp 10W 1
Rear room lamp 10W 1
Door courtesy lamp 5W 4
Sun visor lamp 0.15A 2
10-4

2. SPECIFICATIONS OF AUTO LIGHT

Description Specification
Operating voltage 9V ~ 16V
Load Maximum 200 mA (relay load)
Operating temperature -30℃ ~ 85℃
Operating temperature -40℃ ~ ±120℃
Location Top center of inner side of windshield glass

In vehicle for EU market, the auto light function is not available.

▶ LED
- The LED stands for "Light Emitting Diode" or "Luminescent Diode." LED is a semiconductor
diode that emits incoherent narrow-spectrum light when electrically biased in the forward direction
of the p-n junction, as in the common LED circuit. In short, it is an element that converts electric
signals into light signals. Yellow, blue, red and white LEDs are currently available.
The followings are the advantages of LED.
- It is not glaring and doesn't have short circuit unlike the conventional lamps.
It is semi-permanent and doesn't generate heat.
Its power consumption is much lower than those of conventional bulbs.

▶ Luminous Intensity
- Luminous intensity is a measure for the amount of light which passes through the unit area per
time unit. The SI unit of luminous intensity is the candela (cd), an SI base unit.

▶ Luminance
- Luminance describes the amount of light that passes through or is emitted from a particular area,
and falls within a given solid angle. It is measured in stilb (sb) or nit (nt).

▶ Intensity of illumination
- This indicates the amount of light reaching a given area. Measuring unit is lux (lx) and it is not
directly proportional to the brightness of the area as the reflection rate is not included.
 8310-00 10-5

3. MAJOR CHANGES
▶ Front Side

Head Lamp
Old New

High beam Low beam High beam Low beam

Turn signal/Tail lamp Tail lamp

- Changed the head lamp design and functions.

- Deleted the turn signal lamp and changed the tail lamp to LED type from bulb type.

Front Combination Lamp

Old New

Fog lamp

Fog lamp
Turn signal lamp

- Integrated the fog lamp and turn signal lamp.

10-6

▶ Rear Side

Changed the design of reflex

reflector

Rear Combination Lamp

Old New

Tail/Stop lamp Tail lamp

Stop lamp

Tail lamp
Turn signal lamp

Back-up lamp Back-up lamp

Stop lamp Rear fog

Turn signal lamp lamp (EU)

- Changed the design and functions of rear combination lamp.

- Changed the stop lamp and tail lamp to LED type from bulb type.
 8310-00 10-7

▶ Others

Outside Turn Signal Lamp

Old New

Outside turn signal

lamp

- Introduced new outside turn signal lamp (LED type).

Side Repeater Lamp

- Deleted the side repeater lamp.

10-8

1. EXTERIOR LAMPS
1) Overview
The exterior lamps consist of front lamps, rear lamps and side lamps.
- Front lamps: Head lamp, Front combination lamp
- Rear lamps: Rear combination lamp, License plate lamp, High mounted stop lamp, Reflex reflector
Side lamps: Outside turn signal lamp
-

2) Layout
▶ Front Side

Outside Turn Signal Lamp

Outside turn signal

lamp

Head Lamp

High beam Low beam

Front Combination Lamp

Fog lamp

Tail lamp

Turn signal lamp

 8310-00 10-9

▶ Rear Side

High Mounted Stop Lamp

Rear Combination Lamp

Tail lamp
Stop lamp

Turn signal
lamp
Back-up lamp

Rear fog lamp

(EU)

License Plate Lamp Reflex Reflector

10-10

3) Operating Process
(1) Head lamp aiming (Up/Down)
Ordinary operations of head lamp are controlled by the light switch on multifunction switch. The
operations by REKES are controlled by STICS.
STICS controls the head lamp and tail lamp with LIN data from the auto light sensor when the light
switch is in “AUTO” position.

Low beam

High beam

Tail lamp

▶ DRL (Day Time Running Light)

DRL is the function to turn on the high beam and tail lamp without any intervention from the light
switch. DRL turns off the lamps when turning off the light switch. This is an additional safety device to
prevent the accident.

Available only for EU market.

 8310-00 10-11

(2) Tail Lamp

STICS turns on the tail (position) lamp relay when receiving the lamp on signal from the light switch.

Front Side

Position lamp

Rear side

Tail lamp

In vehicle for EU market, the tail (position) lamp comes on when turning the ignition switch to
ON position regardless of light switch operation.
10-12

▶ Control by STICS
- Tail Lamp Left ON Warning
1. The buzzer sounds with the interval of 0.3 second when opening the driver's door while the tail lamp
is turned on and the ignition key is removed.
2. The 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.

- 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 not turned off automatically (auto cut) when opening and closing the driver's
door while the ignition is removed and the tail lamp is turned on.

Not available for EU market.

 8310-00 10-13

(3) Auto Light

The auto light sensor unit is installed to the back side of the ECM mirror located upper center of the
windshield, and detects the illuminance change. The STICS communicates with the auto light sensor
when the ignition is turned on, and turns on or off the tail lamp and headlamp automatically according to
the signals from the sensor when the light switch is set to AUTO position.

Light Switch Rain Sensor Unit

(Integrated auto light sensor)

AUTO
Auto light sensor

▶ STICS controls the head lamp and tail lamp with LIN data with IGN ON and the light switch
in “AUTO” position.

Not available for EU market.

10-14

(4) License Plate Lamp

The license plate lamp comes on when the light
switch is turned on (Tail, AUTO, Low, High).
 8310-00 10-15

▶ Circuit Diagram of Head Lamp

10-16

▶ Circuit Diagram of Tail Lamp

 8310-00 10-17

(5) Front Fog Lamp

The front fog lamp comes on when the front fog lamp is turned on only with the light switch ON.
The front fog lamp goes out when turning off the ignition or light switch.

Front fog lamp

▶ Rear Fog Lamp (for EU)

Rear fog lamp

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.
10-18

(6) Turn Signal Lamp

The left or right turn signal lamp blinks when moving the light switch to appropriate direction. When
pressing the hazard switch, both turn signal lamps come on simultaneously.

Front Side

Outside turn signal

lamp

Turn signal lamp

Rear Side

Turn signal lamp

▶ Turn Signal Lamp OFF Conditions

- The turn signal lamp goes out when the steering wheel angle (same direction with turning direction)
becomes below 60° from over 70° after turning on a turn signal lamp.
- The turn signal lamp goes out when the steering wheel angle (opposite direction with turning direction)
becomes over 70° from below 70° after turning on a turn signal lamp.
 8310-00 10-19

▶ Circuit Diagram of Turn Signal Lamp

10-20

(7) Stop Lamp

The stop lamp switch turns on the stop lamp when depressing the brake pedal. When releasing the
brake pedal, the stop lamp goes out.

High mounted
stop lamp

Stop lamp

Rear fog lamp

(for EU)

(8) Back-up Lamp

The back-up lamp comes on when moving the gear shift lever to “R” position with IGN ON.

Back-up lamp
 8310-00 10-21

▶ Circuit Diagram of Stop Lamp and Back-up Lamp

10-22

2. INTERIOR LAMPS
1) Overview
The interior lamps consist of front room lamps (2), center room lamp, rear room lamp, glove box lamp,
sun visor lamps (2), courtesy lamps (4), and scuff lamps (4).

2) Layout

Front Room Lamp Center and Rear Room

Lamp

Sun Visor Lamp Glove Box Lamp

 8310-00 10-23

Door Courtesy Lamp

One lamp in each door

10-24

3) Operating Process
(1) Front Room Lamp
A. Door switch: The front room lamps come on
when opening a front door with the switch
pressed in.
B. Driver’s spot lamp switch: The front room
lamp (driver’s) comes on when pressing
this switch.
C. Passenger’s spot lamp switch: The front
room lamp (passenger’s) comes on when
pressing this switch.

▶ Door Switch Coupled Front Room Lamp Operation

The front room lap comes on when opening a front door with the “Door” switch ON.

1. The front room lamp comes on when opening a front door.

2. The front room lamp goes out immediately after closing the door with the ignition ON.
3. The front room lamp stays on for 2 seconds after closing the door, and then dims out in 3 seconds.
The front room lamp goes out immediately after turning the ignition ON during the dimming period.
4. The front room lamp comes on for 30 seconds when unlocking the doors with REKES key.
5. The front room lamp stays on for additional 30 seconds during lamp operation in Step 5 when receiving
6. the UNLOCK signal from REKES again.
The front room lamp stays on when opening a front door, and operates as in Step 3 and 4.
7. The front room lamp dims out when closing the opened door. However, it goes out immediately when
8. getting into the theft deterrent mode.
The front room lamp comes on when opening a front door with the ignition ON. And, it goes out
9. immediately when closing the opened door with the ignition ON.
 8310-00 10-25

(2) Center and Rear Room Lamp

- OFF position: The lamp does not come on.
ON
- ON position: The lamp stays on.
- DOOR position (●): The lamp comes on
when the door is opened. The lamp goes out
DOOR (●) when closing the opened door.

OFF

▶ Center room lamp control by door coupled room lamp operation

The center room lamp comes on when opening a rear door with the DOOR switch pressed in.

1. The center room lamp comes on when opening a rear door.

2. The center room lamp goes out when closing the rear doors.

▶ Rear room lamp control by tailgate coupled room lamp operation

The rear room lamp comes on when opening the tailgatewith the Tailgate lamp switch pressed in.

1. The rear room lamp comes on when opening the tailgate.

2. The rear room lamp goes out when closing the tailgate.

(3) Room Lamp Auto Cut

1. When the vehicle enters into theft deterrent mode (STICS sleep mode), the ground circuit of room
lamp is turned off. Or the ground circuit of room lamp is turned off 10 minutes after power off. (This is
to prevent the battery from discharging when the front room lamp switch or center room lamp switch
is in ON position.)
The STICS sleep mode is released when unlocking the doors or turning on the ignition.
2. The ground circuit of room lamp is turned on when turning on the ignition while the room lamp auto
cut is off.
10-26

(4) Glove Box Lamp

The glove box lamp comes on when opening
the glove box with the tail lamp on.

(5) Door Courtesy Lamp and Scuff Lamp

The door courtesy lamp comes on when
opening the door.

(6) Sun Visor

The sun visor lamp comes on when opening the
vanity mirror.
 8310-00 10-27

(7) Circuit Diagram of Room Lamp

 7810-00 08-3

1. WIPER CONTROL
▶ Wiper mist & washer coupled wiper
▶ Auto washer coupled wiper
▶ Rain sensor coupled wiper operation (LIN)
▶ Speed sensitive intermittent wiper
▶ Wiper low/high control

2. CAUTIONS ON RAIN SENSOR

- When the wiper switch is in the AUTO position, the wiper will operate for 1 cycle if the initial engine
start is made. This may cause the wiper blades to wear prematurely. Therefore, other than rainy
days, set the switch to the OFF position. Especially during the winter time, check if the wiper
blades are not frozen to the windshield.
Operating the wiper with the blades frozen can damage the wiper motor.
- If you operate the wipers when the windshield is dry without spraying washer fluid, the windshield
can be scratched and the wiper blades can wear prematurely. Use the wiper with the washer fluid
when the windshield is dry.
- When it does not rain, turn the wiper switch to the OFF position.
- Turn the wiper switch to the OFF position before any car wash to avoid unwanted operation of the
wipers.

When cleaning the windshield over the sensor with damp clothes, the wiper may operate suddenly.
It could cause serious injury. Make sure to place the wiper switch to the OFF position and ignition
switch OFF when not in use.

▶ Irregular operation (abrupt operation)

- Check if the sensor is off the position.
- Check if the rain sensor cover is securely installed.
- Check if the customer is familiar to how to control the wiper sensitivity.
Check if the wiper sensitivity control is set to the FAST side (step 5).
Check the wiper blade for wear.
- If the wiper blade cannot wipe the glass uniformly and clearly, it may cause the rain sensor to
- work irregularly. Therefore, in this case, replace the wiper blade with a new one.
08-4

3. MAJOR CHANGES

Windshield wiper blade

Wiper blade design and wiper arm pressure

Previous Current

Wiper arm pressure:

Driver: 850±50gn Passenger: 750±50g
Steel blade → Rubber blade
- Wiper blade design changed (blade size is same)
Driver side: 20inch
Passenger side: 20inch
 7810-00 08-5

1. WIPER AND WASHER SYSTEM

1) AUTO Washer Coupled Wiper Function

Operating part for rear

wiper/washer

AUTO washer
switch (press)

If you press the AUTO washer switch briefly with the ignition key ON and INT-AUTO switch "OFF", the
washer motor is operated for about 1 seconds to spray washer fluid once after the switch is turned ON
and the wiper relay is turned ON for 4 cycles. After that, the washer motor is operated for about 1
seconds to spray the washer fluid again and the relay is turned ON for 3 cycles and then the relay is
turned OFF.

2) Rear Washer Fluid Supply System

The front washer fluid reservoir supplies the rear washer fluid without additional washer fluid reservoir.

Washer motor
08-6

2. RAIN SENSING SYSTEM

In the rain sensing wiper operation system, the rain sensing unit only sends the information about the
amount of rain drops to the STICS, and it does not operate the wiper directly. The wiper and washer are
controlled by the STICS according to the driver's choice.

Rain sensing unit Multifunction wiper switch

AUTO and sensitivity control

This sensor emits infrared rays through LED AUTO: Wiper operates automatically by rain
and then detects the amount of rain drops sensor
by receiving the rays reflected off the FAST <-------> SLOW:
sensing section (rain sensor mounting Auto delay/auto speed control.
section on the windshield) with photodiode. A position that can control the sensitivity for
the amount of rains on the windshield and
transmit the wiping request signal
accordingly.

Rain sensor emitter lens

Auto light sensor

sensing portion

In the vehicle for EU market, the auto light sensor is not available.
 7810-00 08-7

▶ STICS

The rain sensor detects the amount of rain drops and sends the operating request signal to the STICS,
which drives the wiper directly. At this moment, the STICS also sends the information on whether the
wiper is in operation mode or whether the multifunction wiper switch is in AUTO position to the rain
sensor.

STICS Underhood Fuse Box

08-8

3. SYSTEM LAYOUT (INCLUDING RAIN SENSOR)

Wiper and washer switch Rain sensor unit

Wiper

Front wiper

Rear wiper

Wahser nozzle
Front Rear
 7810-00 08-9

STICS

Windshield washer reservoir tank assembly

Rear wiper (DPS) Wahser motor

Front Rear
08-10

4. WIPER AND WASHER OPERATION

1) Windshield Wiper Control Function

MIST

The wiper operates for 1 cycle when pushing

up the lever. The lever will return to the "OFF"
position when released.

OFF

Stop the operation.

AUTO

Wiper speed controls automatically

according to the vehicle speed or
amount of rain (rain sensing wiper).

LO

Wiping speed gets slower

when placing the pointer at
the "LO" position.

HI

Wiping speed gets faster

when placing the pointer at Wiping speed control switch
the "HI" position. When turning to FAST, wiping speed gets faster and when
turning to SLOW, wiping speed gets slower.
 7810-00 08-11

(1) Wiper mist

1. When the multifunction switch is pushed to the MIST position for 0.1 sec. or more with the IGN1 ON,
the wiper relay is turned on after 0.1 sec. has passed. When the wiper returns to the park position, the
wiper relay is turned off.
2. When the MIST switch signal is input the wiper is operated at high speed. When the switch is release
from the MIST position, the wiper is operated at low speed.
08-12

(2) Wiper LO/HI control

1. The wiper LOW relay is turned on when the multifunction wiper switch is at the LO position. The wiper
HIGH relay is turned on when the wiper switch is at the HI position. When the wiper switch is at the HI
position, both the LOW relay (constant operation) and HIGH relay are operated.
The wiper motor returns to parking position and stops, even when turning off the ignition switch during
2. wiper operation.
The wiper relay should stay ON in low/high wiper operation mode even if the parking signal for the
3. wiper motor is not received. In INT/AUTO wiper operation mode, the wiper relay should be turned
OFF after 5 seconds if there is no parking signal for the wiper for 3 seconds and informs the driver of
parking position signal abnormality.
While the wiper operates at low/high speed, the front/rear washer switch can be operated but the auto
4. washer switch cannot.
The wiper motor returns to parking position and stops when turning off the ignition switch during wiper
5. operation in high mode.
 7810-00 08-13

2) Windshield Washer Control Function

(1) Windshield washer coupled wiper

Wiper and Washer Coupled Operation

Pull the switch briefly (for less than 0.6 sec.)
: One wiping cycle
Pull and hold the switch for more than 0.6 sec.
: Three wiping cycles with washer fluid spray

1. The wiper relay turns ON when turning on the front washer switch with IGN ON. If the operation time
of front washer switch is below 0.6 second, the wipers operate only one cycle.
08-14

2. The wiper relay is turned on 0.3 seconds after pulling up the washer switch to ON position with IGN
ON. If the washer switch is turned on for more than 0.6 seconds, the wiper relay is activated three
times after releasing the washer switch and then the wiper motor is set to parking position.
 7810-00 08-15

3. If the wiper switch is in Auto position (sensing the vehicle speed and rain drops), the wiper operates
three times when the washer switch is turned on for more than 0.6 seconds, and it operates once
when the washer switch is turned on for less than 0.6 seconds.
08-16

(2) AUTO washer coupled wiper

Auto washer switch

If pressing the switch when the wiper switch
turns to the "OFF" position, washer fluid is
sprayed once and wiper operates 4 times.
After a while, washer fluid is sprayed once
more and the wiper operates 3 times.

1. When the AUTO washer switch is pressed on with IGN ON and INT/AUTO switch OFF, the washer
motor operates for 1.0±0.1 second and the wiper operates 4 times. And then the washer
motor operates for 1.0±0.1 second again and the wiper operates 3 times.
2. The auto washer switch signal is overridden during washer coupled wiper operation.
3. The second auto washer switch signal is overridden during first auto washer coupled wiper
operation.
4. When turning the wiper switch to AUTO position during the operation of auto washer, the auto
washer stops its operation and the intermittent/automatic wiping mode will be started.
7810-00 08-17
08-18

3) Rear Wiper Control Function

Rear wiper switch

When the switch is fully turned, washer fluid

will be sprayed onto the rear window glass
and the wiper will also operate.
When the switch is released, it will stop in the
Rear Wiper Operation mode and only the
wiper will keep operating.

Rear wiper operation

Rear wiper stops

When the switch is fully turned, washer fluid

will be sprayed onto the rear window glass
and the wiper will also operate. When the
switch is released, it will return to the “OFF
position and turn off the wiper and washer.
 7810-00 08-19

4) Rear Washer Control Function

When the switch is fully turned, washer fluid

will be sprayed onto the rear window glass
and the wiper will also operate. When the
switch is released, it will return to the “OFF"
position and turn off the wiper and washer.

▶ Rear washer motor control

1. The rear washer motor is operated only when the rear washer switch is activated with the ignition
key ON.
2. If the front washer or automatic washer switch signal is received during the rear washer switch
operation, the washer motor stops and the front washer or automatic washer motor begins to
operate.
08-20

5) Rain Sensor Coupled Wiper Control Function

AUTO operation and sensitivity control

AUTO: Wiper operates automatically by rain sensor

FAST <----> Auto delay/auto speed control
A position that can control sensitivity against rains on the
windshield and transmits wiping demand signal accordingly.
 7810-00 08-21

(1) Rain sensor coupled wiper operation (LIN)

▶ System layout
08-22

(2) 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. When the INT/AUTO wiper switch is turned on from off with the ignition switch ON, the wiper low
relay is turned on once to operate the wiper motor regardless of the rain sensor signals. After then,
the wiper does not operate even when the INT/AUTO wiper switch is turned on from off. The wiper
operates at low speed only when the rain sensor detects the rain drops.
 7810-00 08-23

(3) Washer coupled wiper operation during rain sensor coupled operation
1. When the washer switch is turned on during rain sensor coupled operation with IGN ON and
INT/AUTO switch ON, the communication with rain sensor is overridden and the wiper system
operates in washer coupled wiper operation mode. However, if the signal from rain sensor is the
continuous operation, the washer relay is turned on and the wiper keeps on running when the washer
switch is ON.
2. Even though the wiper system is in washer coupled wiper operation mode, the operating data should
be sent to rain sensor.
08-24

(4) Sensitivity control (instant wiping)

1. When the wiping speed control switch is turned to "FAST (ex: 0→1)" with IGN ON, INT/AUTO
switch ON and wiper motor STOP (parking position), the wiper motor operates one cycle at low
speed. (Only when the rain sensor detects rain drops)
* If the wiping speed control switch is changed more than 1 stages within 2 seconds, the wiper motor
operates only one cycle.
 7810-00 08-25

(5) For abnormal wiper parking signal

1. The wiper system sends continuously the signal for current status when the wiper parking terminal
is shorted to ground with IGN2 ON and intermittent wiper switch in "ON" position.
* The wiper motor is operated only when there is a request from the rain sensor.

2. When the parking terminal is shorted to power with IGN2 ON and intermittent wiper switch in "ON"
position, the wiper system sends the signal for current wiping status for 2 seconds. After that, it
sends the current signal for parking status continuously.
* The wiper motor is operated only when there is a request from the rain sensor.
08-26

(6) For faulty rain sensor

1. When the wiper speed control switch is turned to step 2 from step 3, the wiper motor operates
one cycle at low speed if STICS receives a faulty sensor signal (S_RSFAULT) from rain sensor
unit with IGN ON and INT/AUTO switch ON.

2. When the wiper speed control switch is turned to step 3 from step 4, the wiper motor operates one
cycle at low speed if STICS receives a faulty sensor signal (S_COMMFAULT) from rain sensor unit
with IGN ON and INT/AUTO switch ON.
 7810-00 08-27

(7) Speed sensitive intermittent wiper

For the vehicles without rain sensor, the stics operate the wiper as follows:
1. When turning the ignition switch to ON from OFF position with the intermittent wiper switch in "ON"
position, the wipers do not operate.
2. When turning the wiper switch to ON from OFF position after turning the ignition switch to ON position,
the wipers operate one cycle.
3. The wiper's operation cycle depends on the vehicle speed (CAN communication with instrument
cluster) and wiping speed the side fascia panel.
- Wiping cycle: 3 ± 0.5 sec. (FAST) to 19 ± 2 sec. (SLOW)
08-28

▶ Speed sensitive intermittent wiper interval

4. Calculation of Pause Time

- Pause time: The period while the wiper motor is at parking position
- Elapsed time: Total operating time after the wiper motor has started its operation from parking position
The graph for pause time in previous page is generated by vehicle speed and wiping speed control
- switch.

INT wiper switch ON time

* below 1 sec: Continuous wiper operation
* over 1.5 sec: Intermittent wiper operation
 8611-09 11-3

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 windshield) control. A position that controls sensitivity
with photodiode. The auto light sensor is against rains on the windshield and transmits
Integrated into the rain sensor. wiping demand signal accordingly.

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
Auto light sensor sensor section
11-4

▶ 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

Front wiper
low relay

Interior Relay Box

Front wiper
high relay

▶ Auto Light Sensor and Rain Sensor Coupled Control

- Rain detected headlamp:
If it rains heavy which requires the intermediate INT speed, the headlamps are turned on automatically.
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.)
 8611-09 11-5

2. FUNCTIONS OF RAIN SENSING WIPER SYSTEM

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. When the INT/AUTO wiper switch is turned on from off with the ignition switch ON, the wiper low relay
is turned on once to operate the wiper motor regardless of the rain sensor signals. After then, the wiper
does not operate even when the INT/AUTO wiper switch is turned on from off. The wiper operates at
low speed only when the rain sensor detects the rain drops.
11-6

2) Washer Coupled Wiper Operation During Rain Sensor Coupled

Operation
1. When the washer switch is turned on during rain sensor coupled operation with IGN ON and
INT/AUTO switch ON, the communication with rain sensor is overridden and the wiper system
operates in washer coupled wiper operation mode. However, if the signal from rain sensor is the
continuous operation, the washer relay is turned on and the wiper keeps on running when the washer
switch is ON.
2. Even though the wiper system is in washer coupled wiper operation mode, the operating data should
be sent to rain sensor.
 8611-09 11-7

3) Sensitivity Control (Instant Wiping)

1. When the wiping speed control switch is turned to "FAST (ex: 0→1)" with IGN ON, INT/AUTO
switch ON and wiper motor STOP (parking position), the wiper motor operates one cycle at low
speed. (Only when the rain sensor detects rain drops)
* If the wiping speed control switch is changed more than 1 stages within 2 seconds, the wiper motor
operates 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).
11-8

5) For Abnormal Wiper Parking Signal

1. The wiper system continuously sends the signal for current status when the wiper parking terminal is
stuck in ground with IGN2 ON and intermittent wiper switch in "AUTO" position.
* The wiper motor is operated only when there is a request from the rain sensor.
 8611-09 11-9

6) For faulty rain sensor

1. When the wiper speed control switch is turned to step 2 from step 3, the wiper motor operates
one cycle at low speed if STICS receives a faulty sensor signal (S_RSFAULT) from rain sensor
unit with IGN ON and INT/AUTO switch ON.

2. When the wiper speed control switch is turned to step 3 from step 4, the wiper motor operates one
cycle at low speed if STICS receives a faulty sensor signal (S_COMMFAULT) from rain sensor unit
with IGN ON and INT/AUTO switch ON.
11-10

3. OPERATION MODE OF RAIN SENSING WIPER SYSTEM

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.)
 8790-04 11-3

1. SPECIFICATION
Description Specification
Rated voltage DC 13.5V (IGN voltage)

Operating voltage DC 9.0V ~ 16.0V

Operating temperature -30℃ ~ +80℃
Storage temperature -40℃ ~ +85℃
Maximum humidity 95%
Maximum resistance voltage 24V
Insulating resistance No heat & fire due to current leak
Max. permissible current Unit: 200mA or less (DC 13.5V)
Sensor: 30mA (DC 13.5V)

2. CAUTIONS
▶ Sensor Cannot Detect
- When the sensor is frozen (operate normally when it's thawed)
- When the sensor is covered with foreign materials such as snow or condensation
(if the foreign materials are removed, the sensor operates normally.)

▶ Not defective but improperly working

- When the sensing portion is frozen (operates normally after thawed)
- When reversing on rough roads, gravel roads, hills, or grass.
- When receiving other ultrasonic signals (metal sounds or air braking noises from heavy commercial
vehicles).
- When there is heavy rainfall or water drops.
- When the sensor is covered with snow.

▶ Certain obstacles that sensors cannot detect

- Thin and narrow objects, such as wires, ropes, or chains
- Cotton, sponge, clothes, snow that absorb ultrasonic waves.

▶ Weak Sensing Scopes

- When the ambient temperature is too high or too low.
- When a 1 m or less long small object with a diagmeter of 100 mm or less is detected.
11-4

3. MAJOR CHANGES
PAS sensor holding type
Old New

Spring type lock → Holder type lock

Number of Rear PAS sensors

Old New

Left Center Right Left Center (LH) Center (RH) Right

3 sensors → 4 sensors

PAS Unit
Old New

Operating voltage: 12V → 8V, Connector pin: 3 pins → 4 pins

11-6

1. OVERVIEW
When the gear selector lever is shifted into “D” or “R” position, the parking aid system (PAS) is
activated and the sensors in the front or rear bumper detect the distance to any obstacle. Driver can
figure out the distance from the obstacle to the vehicle by the alarming sound. The alarm interval
becomes faster as the vehicle approaches the object.

2. LAYOUT
- Two sensors in front bumper
- Activated when the gear selector lever is “D’ or “R” position.
- Operated only when the vehicle speed is below 10 km

Location of front PAS sensors

Right Left

Front PAS sensor PAS buzzer

 8790-04 11-7

PAS buzzer Location of Rear PAS Sensor

Left Center (LH) Center (RH) Right

This switch turns the front PAS sensor ON and - 4 sensors

OFF. When the LED on the switch is ON, PAS - Operable only when reverse driving
system is not available.

Rear PAS Sensor

Center (RH)
Center (LH), Right, Left

TGS Lever PAS Unit

R, D
-Controls the PAS sensor and sends the
sensing signals to the instrument cluster and
buzzer
11-8

3. OPERATING PROCESS
1) Detection Range
Front + Rear PAS

Front RH
Rear RH sensor
sensor
Rear center-
RH sensor

Rear
center-LH
sensor
Front LH
sensor Rear LH sensor

Rear PAS

Rear RH sensor

Rear
center-RH
sensor
Rear
center-LH
sensor
Rear LH sensor
 8790-04 11-9

(1) Sensing Distance: 30cm ~120cm (Straight distance from sensor)

▶ Front sensor

▶ Rear sensor

▶ Detecting range and alarm interval (alarm from external buzzer)

Rear sensor (Center left, Rear Front

Level Alarm interval
Center right) (Left, Right) (Left, Right)
3 30~50cm 30~50cm 30~40cm Stays ON
2 50~80cm 50~80cm 40~60cm ON & OFF (0.065 s)
1 80~120cm ON (0.065 s) & OFF
(0.196 s)
Tolerance ±5cm ±10%
11-10

(2) Vertical Detection Range

Front Rear

Height 0~Bottom of bumper (Range From bottom of bumper

B) (Range C)
Detection No detectable Detection area
Tolerance ±5cm ±5cm

The sensors may not detect the obstacle when it is above the range “A” (80cm).

(3) Horizontal Detection Range

 8790-04 11-11

2) Function
▶ Operating conditions

- IGN ON

▶ Operations
- The front PAS sensors are available when the gear selector lever is in “D” position.
- The front and rear PAS sensors are available when the gear selector lever is in “D”, “R”
position.
- The front PAS ON/OFF switch turns on and off the front PAS sensors.
- The front PAS sensors are turned off when the vehicle speed exceeds 15km/h.

(1) Self-Diagnosis (Buzzer indication)

- Starts the self-diagnosis mode when turning the ignition on
- Starts the self-diagnosis mode when moving the gear selector lever into ‘R” position
- Fail conditions of self-diagnosis
a. Sensor circuit is open/short
b. Power circuit is open/short
c. Sensor is defective.
- If the sensors are working properly, the buzzer sounds for 150ms.

▶ Alarm interval during self-diagnosis

- Front + Rear PAS system
11-12

- Rear PAS system

 8790-04 11-13

4. OPERATION MODE
▶ Operation of LED

▶ Operation of front PAS OFF switch

Switch Sensor P R N D
OFF(LED ON) Front OFF ON OFF ON
Rear OFF ON OFF ON
ON(LED OFF) Front OFF ON OFF ON
Rear OFF ON OFF ON

▶ Operation when detecting the obstacle

11-14

▶ Operation of self-diagnosis

- If the vehicle speed exceeds 15km/h, the front sensors are turned off. If it goes below 10km/h, the
sensors start their operation again. (Gear selector lever in “D” position & Front PAS OFF switch
in “OFF” position)
- When turning on the ignition, the self-diagnosis is performed, but no buzzer output.
 8790-04 11-15

5. CIRCUIT DIAGRAM
11-16

6. FLOW CHART
▶ Front + Rear PAS System
 8790-04 11-17

▶ Rear PAS System

 8910-05 14-3

1. SPECIFICATION
Unit Description Specification
Voltage DC 14.4V
Audio Operating voltage DC 10.8V~16.0V
Output 45W/ch (4Ω)
Speaker Impedance 4Ω
Current consumption below 5A, max. 10A
Dark current below 3mA
Frequency EU FM : 87.5 ~ 108MHz
MW: 522 ~ 1620 KHz
LW : 144 ~ 290 KHz
Latin FM : 87.5 ~ 108 MHz
America AM : 520 ~ 1620 MHz
FM1: 6ch
Radio FM2: 6ch
Preset MW: 6ch
LW: 6ch
AM: 6ch

Sensitivity AM: 25dBu

FM: 10dBu

S/N ratio (limit) AM: 54dB

FM: 60dB
Type ISTN
Operating voltage 9.0V VDD: 3.0~3.3V
LCD Operating temperature -30℃ ~ +75℃
Storage temperature -40℃ ~ +85℃
Size (width x height) 132X36
Composition MD-5XR
Bluetooth Technology Bluetooth 2.0 + EDR
Product name HFP A2DP.AVRCP
14-4

Unit Description Specification

Micro pole antenna Audio Operating current max. 150mA
Operating voltage DC 10.5V ~ 16V
Operating temperature -30℃ ~ +60℃
Storage temperature -40℃ ~ +80℃
Input/Output impedance 75Ω(FM)
 8910-05 14-5

2. MAJOR CHANGES
Audio Assembly
Old New

Changed the audio assembly (added Bluetooth hands-free function)

Audio Antenna
Old New

Audio type AVN type

Changed the antenna from integrated type to micro pole type.

14-6

1. LAYOUT
- Audio
- CD
- Radio
- USB/AUX
- Bluetooth hands-free

Audio Remote
Control Switches

Front Door Front Door Speaker Audio Assembly

Tweeter Speaker
 8910-05 14-7

Micro Pole Antenna

USB/AUX Hands-free Rear Door Speaker

Microphone
14-8

1) Switches

No. Name
1 Power/Mute/Pause/Enter/Volume button
2 Station memory button (1~6) and Audio function button
3 Bluetooth hands-free CALL button
4 Bluetooth hands-free END button
5 Previous (≪) and Next (≫) button
6 SCAN/INFO button
7 BAND/AS button
8 SETTING button
9 Display window (LCD)
10 RDS setup
11 Disc Play button
12 Disc Eject button
13 Disc slot
 8510-00 15-3

1. SPECIFICATIONS
Unit Description Specification
Rated voltage 12V
Current consumption MAX 3.5A
LOW 415 ± 20HZ
Horn Frequency
HIGH 350 ± 20HZ
Sound level 110 ± 5dB
Operating voltage 12V~15V
Rated voltage 12V
Maximum operating current 10A
Cigarette lighter
Isolated resistance 5MΩ
Return time 13±5 sec after pushing it
Rated voltage 12V
Power outlet Maximum operating current 10A
Isolated resistance 5MΩ
Rated voltage 12V
Operating voltage 8V~ 16V
Operating temperature -30~80℃
Time tolerance ± 0.25 SEC
Digital clock
Current IGN ON MAX 150 mA
consumption IGN OFF MAX 2.5 mA
Display color Yellow green
Display type LCD
15-4

2. MAJOR CHANGES
1) Power Outlet & Digital Clock
Power Outlet
Old New

- Deleted the speaker and installed new power outlet on top of center instrument panel.

Digital Clock
Old New

- Deleted the multi-station and installed new digital clock.

 8510-00 15-5

1. OVERVIEW
The electric accessories are: Horn, Cigarette lighter, Power outlet, Digital clock and Siren (Theft
deterrent alarm)

1) Interior Electric Accessories

Digital Clock

Tray in luggage compartment

Cigarette Lighter Power Outlet

15-6

2) Exterior Electric Accessories

Siren
(Theft Deterrent Alarm)

RH Horn (Low) LH Horn (High)

 8510-00 15-7

2. OPERATING PROCESS
1) Horn
(1) Operating Condition
- B+ (always ON)

(2) Operation
- The horn sounds when pressing the horn
switch on the steering wheel.

Horn switch (air bag module integrated)

(3) Operating Process

15-8

2) Cigarette Lighter & Power Outlet

(1) Operating Conditions
- Cigarette lighter & Power outlet: ACC, IGN ON
- Indicator in cigarette lighter: Tail lamp ON

(2) Operation of Cigarette Lighter

- Press in the cigarette lighter and wait until it pops out.

Heating coil

The barrel of the cigarette lighter becomes very hot when it is fully charged. When touched by or
dropped on bare skin, this may cause burns. Dropping the hot cigarette lighter can cause damage to
a car seat or even start a fire.
 8510-00 15-9

3) Digital Clock
(1) Adjustment

Hour button SET button

Minute button

▶ How to change the time on digital clock

- “S” button: Reset the “Minute”. To change the time indication type between 24-hour and
12-hour, press this button for more than 3 seconds.
- “H” button: Increases the “Hour”
- “M” button: Increases the “Minute”
When the time is between 00 and 29 minutes of a certain hour, the minute indicator will show
if this button is pressed.
When the time is between 30 and 59 minutes of a certain hour, the minute indicator will show
and one hour will be added to the hour indicator if this button is pressed.

4) Siren (Theft Deterrent Alarm)

(1) Operating Condition
- This horn sounds once when the vehicle is
armed (into theft deterrent mode).
- This horn sounds for 27 seconds when there is
an unauthorized access to the vehicle in theft
deterrent mode.

For detailed information about theft deterrent

system, refer to Chapter “STICS”.
01-2

1. GENERAL INFORMATION
▶ Automatic transaxle (DSI M78) ▶ Tip switch on steering wheel

Manual gear shift on “M” position

Shift down Shift up

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 toruqe converter with an integral
converter lock-up clutch
- Electronic shift and pressure controls
- A single planetary gear-set
- A double planetary gear-set ▶ TCU (under driver’s seat)
- Two hydraulically controlled brake bands
- Three multi-plate clutches TCU
- All hydraulic functions are directed by
electronic solenoids to control
· Engagement feel
· Shift feel
· Shift scheduling
· Modulated torque converter clutch
applications TCU is located under the driver’s seat and controls
the transmission.
TCU use the power from the ignition power supply to
start and stop its operation. TCU is connected to the
transmission with 26-pin connector. TCU processes
the signals and information (analog and digital)
through CAN bus from the sensors.
 3650-01 01-3

▶ Gear position display on instrument cluster

Gear position indicator (for A/T)

The gear position indicator shows the
currently selected gear position.

Positions of gear select lever

P : Parking
R : Reverse
N : Neutral
D : Drive

Tip Switch in “M” Position (Manual

Gear Shift)
The shiftable gear can be adjusted by
Mode Switch moving this switch to forward and
rearward when the gear select lever is
W : Winter mode
in “M” position.
S : Standard mode (Use the
standard mode in normal
driving conditions.)

Selection of Manual/
Shift Lock Release Button Hole when
Automatic Shift Function
Locked in the "P" Position
D : Automatic shift according to If you cannot move the gear select
the driving condition lever from the "P" position, try to move
M : Manual shift 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.
01-4

2. FEATURES AND SPECIFICATIONS

1) Specifications
Description DSI M78 (6-speed) Remarks
1st 3.536:1
2nd 2.143:1
3rd 1.478:1

Gear ratio 4th 1.156:1

5th 0.866:1
6th 0.677:1
Reverse 3.094:1
Fluid Fuchs ATF 3292 ATF

Transmission fluid 용량
Capacity 약 9.5L
Approx. 9.5 L
Change interval Check the fluid at every
교환주기 30,000Km 주행시마다 또는 1
30,000 km or 1 year, and
년마다 점검, 점검 후 필요시
change it if necessary.
교환
-20 430.7 ~ 533.9 kΩ
Resistance of oil 0 146.8 ~ 175.7 kΩ
temperature sensor
20 56.74 ~ 65.86 kΩ
100 3.201 ~ 3.399 kΩ
1 -
2 -
3 -
Gear position sensor
D 2.686 kΩ ± 8%
N 5.036 kΩ ± 8%
R 8.953 kΩ ± 8%
P 16.786 kΩ ± 8%
 3650-01 01-5

2) Appearance
▶ 4WD Automatic Transmission

Torque converter Oil cooler return

Oil cooler outlet
Servo

Adapter housing
Inhibiter switch

▶ 2WD Automatic Transmission

01-6

3) Sectional Diagram
4WD

2WD
 3650-01 01-7

4) Shift Pattern Diagram

Vehicle speed(Km/h)

Output shaft speed(rpm)

01-8

3. TIGHTENING TORQUE
Description Size Tightening torque(Nm)
Transfer case housing M12 x 32 54 ~ 68
Extension 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
 3650-01 01-9

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 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
01-10

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.
 3650-01 01-11

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.
01-12

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.
 3650-01 01-13

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.

01-14

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.
 3650-01 01-15

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)

TCU is located under the driver’s seat and controls the transmission.
TCU use the power from the ignition power supply to start and stop its operation. TCU is
connected to the transmission with 26-pin connector. TCU processes the signals and information
(analog and digital) through CAN bus from the sensors.

- Transmission input speed - Transmission oil temperature

- Transmission output speed - Brake pedal status
- Accelerator pedal position - Engine oil temperature
- Gear selector position - Engine coolant temperature
- Engine torque - Ambient air temperature
- Engine speed - Barometric pressure

This information is used by the TCU to decide which shift pattern to select and for shift energy
management. Electro-hydraulic solenoid valves and variable bleed solenoids control the
transmission gear changes.
Six variable bleed solenoids and four on/off solenoids are used to direct transmission fluid flow to
control the fluid pressure within the three clutches and two bands. Separate pressure regulators
are used exclusively for torque converter clutch control and main transmission line pressure.
The TCU monitors all TCU inputs and outputs to confirm correct system operation. If a fault
occurs the TCU is able to perform default action and inform the driver of the problem through the
instrument cluster warning lights. Detailed information is available via trouble codes which can be
read with the service tool.
01-16

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.
 3650-01 01-17

▶ 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.
01-18

▶ 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.

▶ Auto Cruise Control

When the auto cruise control is activated, the engine ECU requests the downshift to increase the
engine brake effect.
 3650-01 01-19

6. CAN NETWORK
1) Network Communication

The TCU sends signals to be used by other vehicle systems via the CAN bus, such as:
- Selector lever position
- Selected gear state
- Manual mode activation
- Output torque
- Transmission fluid temperature
- Engine torque reduction requests

2) 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.
01-20

7. 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

Engaged element (clutch & band)

Gear ratio
Gear
C1 C2 C3 B1 B2 1-2OWC
M1 3.536 ON ON
1st 3.536 ON ON
2nd 2.143 ON ON
3rd 1.478 ON ON
4th 1.156 ON ON
5th 0.866 ON ON
6th 0.677 ON ON
Reverse -3.094 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
 3650-01 01-21

▶ Hydraulic Circuit Diagram

01-22

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
- B2 applied to hold Rear Planet Carrier when moving the manual valve to a
stationary certain position. This gear state is
- Provides engine breake effect obtained electronically by 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
 3650-01 01-23

▶ 1st Gear (M) (3.53:1)

01-24

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
 3650-01 01-25

▶ 1st Gear (D) (3.53:1)

01-26

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
 3650-01 01-27

▶ 2nd Gear (D) (2.14:1)

01-28

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
 3650-01 01-29

▶ 2nd Gear (D) Lock-Up

01-30

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

- C3 applied, Rear Planet Carrier driven OFF and the oil pressure is not supplied
- Rear Planet Gear Set is locked and its output to C3 regulator valve.
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
 3650-01 01-31

▶ 3rd Gear (D) (1.48:1)

01-32

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
 3650-01 01-33

▶ 4th gear (D) & 4th gear (D) in Limp home mode (1.16:1)
01-34

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
 3650-01 01-35

▶ 5th gear (D) (0.87:1)

01-36

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
 3650-01 01-37

▶ 6th gear (D) (0.68:1)

01-38

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
 3650-01 01-39

▶ Reverse gear (R) (3.09:1)

01-40

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
 3650-01 01-41

▶ Reverse (R) Limp Home Mode

01-42

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
 3650-01 01-43

▶ Park
01-44

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
 3650-01 01-45

▶ Neutral
 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 20 -
(center)
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

3. MAJOR CHANGES
Introduced Torsion Damper in Torque Converter

- The torsion damped has been newly installed in the torque converter.
- The torsion damper absorbs the shock, vibration and noise when delivering the engine driving
force. This improves NVH performance in this vehicle.
 3650-01 01-7

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
1. Improved shifting quality MB 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
01-8

▶Characteristics
 3650-01 01-9

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
01-10

▶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) ● ● ●
 3650-01 01-11

▶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) ● ●
01-12

▶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 ● ● ●
 3650-01 01-13

▶4th Gear (1.000)

16.Torque converter lockup L. Stator T. Turbine wheel

clutch M. Center planetary gear V. Front planetary gear
A. Engine speed set set
B. Planetary gear set P. Impeller

- 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 ● ● ●
01-14

▶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) ●
 3650-01 01-15

▶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) ● ●
01-16

▶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) ● ● ●
 3650-01 01-17

3. CIRCUIT DIAGRAM
▶Start Motor, Selector Lever, CAN Communication
01-18

▶Solenoid, Oil temperature sensor, Speed sensor (N2, N3)

 3170-01 02-3

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
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 - Driving in a hilly or mountainous terrain,
the leak of fluid at any time, occasionlly) sandy, or dusty area
Taxi, patrol service or delivery service - Driving frequently at high speed over 170
- (extended idling and excessive driving with km/hour
low speed) - Driving frequently in area where heavy
Frequent stop-and-go traffic, extended traffic under the ambient temperature
- idling, short driving distance above 30°C
02-4

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
Name: ball 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 02-5

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

T88310011A-9 roller bearing with a puller

Name:
Bearing support
02-6

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 02-7

▶ 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
02-8

▶ 3162-00 Main shaft

 3170-01 02-9

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)
02-10

▶ 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 02-11

▶ 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
02-12

▶ 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 02-13

▶ 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
13.Rod assembly 30.Nm)
14.Bushing assembly - TGS mounting 31.Bolt - Fork hinge (53.9 ~ 67.6 Nm)
15.Pin - TGS mounting 32.Bearing - Poppet ball (29.4 ~ 41.1
16.Pin - Spring 33.Nm)
17.Pin - Spring 34.Bolt - Guide (14.7 ~ 21.5 Nm)
20.Adapter - Case Bolt (2.9 ~ 4.9 Nm)
Bracket - Wiring
02-14

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 02-15

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
02-16

2. POWER FLOW
1st speed

2nd speed
 3170-01 02-17

3rd speed

4th speed
02-18

5th speed

6th speed
 3170-01 02-19

Reverse gear
02-20

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
 3170-01 03-3

1. SPECIFICATIONS
1) General Specifications
Description DI engine
Length(mm) 4WD: 628.3, 2WD: 672
Distance between shafts(mm) 81
Input torque(kg.m) 34.7(340Nm)
Transmission control type Semi-remote
Weight(kg) - not including transmission 4WD: 44, 2WD: 45
fluid(kg.m)
Gear ratio/Gear teeth 1st gear 4.315
(input gear: main gear)
2nd gear 2.475
3rd gear 1.536
4th gear 1.000
5th gear 0.807
Reverse gear 3.591
Transmission fluid Specification ATF DEXRON II
Fapacity(ℓ) 4WD: 3.6, 2WD: 3.4
Change interval Inspect at every 10,000km, replace at every
60,000km(add or replace if necessary)

2) Tightening Torque
Description Tightening torque
Oil drain plug 4 ~ 5kgf.m 39.22 ~ 49.03Nm
Backup lamp switch 3 ~ 4kgf.m 29.42 ~ 39.22Nm
Extension housing bolt 4.2 ~ 5.7kgf.m 41.18 ~ 55.89Nm
Selector lever lower cover bolt 1.7 ~ 5kgf.m 16.67 ~ 49.03Nm
Extension housing spring plug 3.0 ~ 3.5kgf.m 29.42 ~ 34.32Nm
Offset plate countersunk screw 0.4 ~ 0.6kgf.m 3.92 ~ 5.88Nm
03-4

1. OVERVIEW
4WD ▶ 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.
2WD (Gasoline)
2. The synchronizing devices are installed in
1/2, 3/4, 5/R gears. To prevent the double
engagement, the independent interlock
devices are installed.

TSM54/52 transmission uses the inertia

1. TSM54/52 transmission is designed to link lock type key to make smooth gear
the gearratio, installation dimensions and engagement and to provide silent gear
shapes with current T5 transmission and engagement.
BTRA automatic transmission.
It provides maximum drivability by the
3. The clutch release system is available to
optimized engine torque and gear ratio.
use CSC (Concentric Slave Cylinder) or
2. TSM54/52 transmission uses linkage type
Fork type according to the vehicle model.
shift elements directly connected to the
New Rexton uses the fork type clutch
transmission. It prevent the transmission
release system.
from shifting to the reverse gear from 5th
4. The semi-remote control type gear shift
gear when shifting to reverse gear. It also
mechanism is used to prevent incorrect
prevents the break and wear.
shifting.
 3170-01 03-5

2. SYSTEM COMPONENTS
1) Gear Combinations

2) Shift Fork and Rail Combinations

03-6

3) Sectional View
 3170-01 03-7

1. Transmission front housing 38. Reverse idler gear

2. Input shaft oil seal 39. Reverse idler spacer
3. Front cover 40. Reverse idler bracket
4. Hexagon flange bolt (17 ~ 26 Nm) 41. Retainer ring
5. Oil drain plug 42. Reverse lock nut
6. Sealing 43. Transmission adaptor
7. Pin 44. Input shaft spacer
8. Input shaft 45. Counter spacer
9. Clutch 4th gear 46. Reverse needle bearing
10. Taper roller bearing (main) 47. Reverse gear
11. Taper roller bearing 48. Reverse clutch gear
12. Counter shaft 49. Reverse counter gear
13. Taper roller bearing (counter) 50. Synchro hub
14. Output shaft 51. Counter 5th gear
15. Inner race (reverse) 52. 5th needle bearing
16. Inner race (1st) 53. 5th gear
17. Needle bearing 54. 5th clutch gear
18. 1st gear 55. Thrust washer
19. 1st clutch gear 56. Spring pin
20. Synchro outer ring 57. 5th outside retainer ring
21. Synchro - middle cone 58. 5th retainer ring
22. Synchro inner ring 59. Counter shaft bushing
23. Synchro spring 60. Counter roller bearing assembly
24. Synchro key 61. Retainer ring
25. Synchro hub 62. Extension housing
26. Double synchro sleeve 63. Output shaft oil seal
27. 2nd gear 64. Offset plate
28. 3rd gear 65. Counter screw
29. 3rd clutch gear 66. Top cover
30. Synchro hub (3 & 4th) 67. Counter oil seal
31. Synchro ring (4/5/R) 68. Shift shaft
32. Single synchro sleeve 69. Shift lever
33. Retainer ring 70. Detent pin
34. Adaptor dowel pin 71. Joint pin
35. Reverse idler shaft 72. Retainer ring
36. Dowel pin 73. Semi remote lever assembly
37. Needle bearing
03-8

▶ IDI Engine equipped vehicle - 4WD

 3170-01 03-9

1. Transmission front housing 38. Reverse idler gear

2. Input shaft oil seal 39. Reverse idler spacer
3. Front cover 40. Reverse idler bracket
4. Hexagon flange bolt (17~26 Nm) 41. Retainer ring
5. Oil drain plug 42. Reverse lock nut
6. Sealing 43. Transmission adaptor
7. Pin 44. Input shaft spacer
8. Input shaft 45. Counter spacer
9. Clutch 4th gear 46. Reverse needle bearing
10. Taper roller bearing (main) 47. Reverse gear
11. Taper roller bearing 48. Reverse clutch gear
12. Counter shaft 49. Reverse counter gear
13. Taper roller bearing (counter) 50. Synchro hub
14. Output shaft 51. Counter 5th gear
15. Inner race (reverse) 52. 5th needle bearing
16. Inner race (1st) 53. 5th gear
17. Needle bearing 54. 5th clutch gear
18. 1st gear 55. Thrust washer
19. 1st clutch gear 56. Spring pin
20. Synchro outer ring 57. 5th outside retainer ring
21. Synchro - middle cone 58. 5th retainer ring
22. Synchro inner ring 59. Counter shaft bushing
23. Synchro spring 60. Counter roller bearing assembly
24. Synchro key 61. Retainer ring
25. Synchro hub 62. Extension housing
26. Double synchro sleeve 63. Output shaft oil seal
27. 2nd gear 64. Offset plate
28. 3rd gear 65. Counter screw
29. 3rd clutch gear 66. Top cover
30. Synchro hub (3 & 4th) 67. Counter oil seal
31. Synchro ring (4/5/R) 68. Shift shaft
32. Single synchro sleeve 69. Shift lever
33. Retainer ring 70. Detent pin
34. Adaptor dowel pin 71. Joint pin
35. Reverse idler shaft 72. Retainer ring
36. Dowel pin 73. Semi remote lever assembly
37. Bearing 74. Rear flange
03-10

▶ IDI Engine equipped vehicle - 2WD

 3170-01 03-11

1. Transmission front housing 39. Reverse idler spacer

2. Input shaft oil seal 40. Reverse idler bracket
3. Front cover 41. Retainer ring
4. Hexagon flange bolt (17 ~ 26 Nm) 42. Reverse lock nut
5. Oil drain plug 43. Transmission adaptor
6. Sealing 44. Input shaft spacer
7. Pin 45. Counter spacer
8. Input shaft 46. Reverse needle bearing
9. Clutch 4th gear 47. Reverse gear
10. Taper roller bearing (main) 48. Reverse clutch gear
11. Taper roller bearing 49. Reverse counter gear
12. Counter shaft 50. Synchro hub
13. Taper roller bearing (counter) 51. Counter 5th gear
14. Output shaft 52. 5th needle bearing
15. Inner race (reverse) 53. 5th gear
16. Inner race (1st) 54. 5th clutch gear
17. Needle bearing 55. Thrust washer
18. 1st gear 56. Spring pin
19. 1st clutch gear 57. 5th outside retainer ring
20. Synchro outer ring 58. 5th retainer ring
21. Synchro - middle cone 59. Counter shaft bushing
22. Synchro inner ring 60. Counter roller bearing assembly
23. Synchro spring 61. Retainer ring
24. Synchro key 62. Extension housing
25. Synchro hub 63. Output shaft oil seal
26. Double synchro sleeve 64. Offset plate
27. 2nd gear 65. Counter screw
28. 3rd gear 66. Top cover
29. 3rd clutch gear 67. Counter oil seal
30. Synchro hub (3 & 4th) 68. Shift shaft
31. Synchro ring (4/5/R) 69. Shift lever
32. Single synchro sleeve 70. Detent pin
33. Retainer ring 71. Joint pin
34. Adaptor dowel pin 72. Retainer ring
35. Reverse idler shaft 73. Semi remote lever assembly
36. Dowel pin 74. Rear flange
37. Bearing 75. Ball bearing
38. Reverse idler gear 76. Lock nut
03-12

4) Front View and Rear View

Front view

Rear view

1. Oil filler plug 9. Shift lever 19.Backup lamp switch

(tightening torque: 40 ~ 50 Nm) 10. Interlock plate 20.Concentric slave
2. Shift rug (3 & 4th) 11. Shift rail (1 & 2nd) cylinder adaptor
3. Spring pin (6 x 25) 12. Shift rug (1& 2nd)
4. Shift rug (5 & reverse) 13. Shift fork (3 & 4th) (8) Apply Loctite 243
5. Shift rail (5 & reverse) 14. Input shaft (6) Apply Loctite DRI LOC 200
6. Backup lamp switch 15. Counter shaft
(tightening torque: 30 ~ 40 Nm) 16. Reverse idler assembly
7. Shift rail (3 & 4th) 17. Spring pin (6 x 25)
8. Interlock bolt 18. Spring pin (6 x 25)
(tightening torque: 40 ~ 50 Nm)
 3170-01 03-13

5) Cross Sectional Diagram of Major Components

Shift rail and 5/R gear

Offset lever

1. Reverse lock spring 11.Offset lever

2. Reverse lock plate 12.Offset lever bushing
3. Reverse lock bolt 13.Rolling plunger
4. Stopper plate 14.Return spring
5. Air vent 15.Spring plug
(tightening torque: 30 ~ 40 Nm) (tightening torque: 30 ~ 35 Nm)
6. Lock washer
7. TGS bushing A. Apply Long-term grease MoS2
8. Outer spring pin when installing the offset lever.
9. TGS pin
10.Lock bolt
(tightening torque: 17 ~ 26 Nm)
03-14

6) Power Flows

1st gear
Counter shaft

2nd gear
 3170-01 03-15

7) Power Flows (Cont'd)

3rd gear

4th gear
03-16

8) Power Flows (Cont'd)

5th gear

Reverse gear
 3170-01 03-17

3. SHIFTING MECHANISM
1) Interlock System
Interlock system prevents the gears from meshing over two sets.

2) Reverse Interlock System

Reverse interlock system prevents the gear from shifting to reverse driving position while driving
forward.
03-18

3) Offset Lever and Rolling Plunger

To make the next shift easier, the offset lever applies a reaction force to shift lever toward center
position of gear selection gate after a gear has been selected.

1. Offset lever 3. Shift shaft

2. Shift lever 4. Rolling plunger (rolling plunger return spring and ball)
 3170-01 03-19

1. Shift check device

It determines the shift fork position (N or
each gear) and gives a detent movement
to notice a shift lever seating when
operating the shift lever.
Also, it prevent the selected gear from
getting out of its meshed position.

2. Gear pump out locking device

It prevents the shift lever is beyond the
correct shift position while shifting.

3. Guiding a control direction and preventing

an over stroke

4) Backup Lamp Switch

It is normal open type switch. Its circuit is
formed when the reverse gear is selected.

- Sealant: Loctite DRI LOC 200

- Tightening torque: 3 kg.m ~ 4 kg.m
03-20

5) Synchronizer
▶ Composition
It consists of synchronizer hub, sleeve, ring, key and spring (1/2, 5/R, and 3/4 synchronizer are
different from each other).
- 3/4 and 5/R shift: Single cone type
- 1/2 shift: Double cone type - Improving the capacity to bigger engine torque of 1/2 shift
(added synchronizer inner cone and middle cone)

Single cone type Double cone type

1/2 shift 3/4 shift 5/R shift 1/2 shift 3/4 shift 5/R shift

1.Synchronizer sleeve 5. Synchronizer key locking ring

2. Synchronizer hub 6. Synchronizer inner cone
3. Synchronizer ring 7. Synchronizer middle cone
4. Synchronizer key

Be careful not to mix up the 1/2 shift synchronizer sleeve with 3/4 or 5/R shift synchronizer
sleeve.
The 3/4 synchronizer hub also different from 1/2 and 5/R synchronizer hub (different oil
gallery).
 3170-01 03-21

▶ Synchronizer element
A cone or sleeve that slides to and fro on the transmission main shaft and makes the gears rotate
at the same speed to prevent clash when the gears are about to mesh. Whenever a vehicle is
rolling, the transmission main shaft is turning and the clutch gear is spinning. Even though the
clutch is disengaged, the clutch gear continues to spin until friction slows it down or stops it.
Thus when the driver shifts into another gear he is trying to mesh gears that may be moving at
different speeds. By using synchronizers, the possibility of broken or damaged teeth is reduced
and shifting effort is lowered.

[1st step]

[2nd step]

[3rd step]
03-22

6) Bearing
The needle bearings are introduced to each gear and the taper roller bearings are used for input
and counter shaft in transmission housing.

Taper roller bearing Needle bearing

1. Taper roller bearing 3. Needle bearing for reverse gear

(input shaft, counter shaft and output shaft) (with cut out area)
2. Needle bearings for 1/2 and 3/4 shift 4. Needle bearing for 5th gear

7) End Play of Taper Roller Bearing

1. Taper roller bearing for input shaft A. End play A: 0.85 ~ 2.28 mm
2. Taper roller bearing for counter shaft B. End play B: 1.17 ~ 1.97 mm

Use the following spacers to adjust the end play (A or B) between input shaft and counter
shaft. (Specified range of end play: 0.05 ~ 0.1 mm)
- For input shaft: 0.75 ~ 1.45 mm (15 spacers with increment of 50 μm)
- For output shaft: 0.4 ~ 1.45 mm (10 spacers with increment of 50 μm)
 3170-01 03-23

8) Thrust Ring (Washer)

When the driving force from engine is transmitted to the output shaft of transmission, each shaft
and gear assembly receives the axial force and this force acts as a resistance to rotating gears.

9) Lubrication
Transmission oil: SAE 75W/90
Initial installation for taper roller bearing and needle roller bearing, lubrication for shift rail: MoS2
Grease

Sealant on oil drain screw during installation: Loctite DRI LOC 200
Tightening torque: 40 ~ 50 Nm
03-24

4WD 2WD

1. Oil filler plug 2. Air vent

Sealant on oil drain screw during installation: Loctite DRI LOC 200
Tightening torque: 40 ~ 50 Nm
 3170-01 03-25

4. CIRCUIT DIAGRAM (BACKUP LAMP)

 4120-01 02-3

1. SPECIFICATIONS
▶Front Axle

Description Specification
Drive shaft type CV joint
Axle housing type Build up
Differential Type Conventional type
gear type Hypoid Gear
Final gear reduction ratio DI engine + M/T 3.73
DI engine + A/T 3.54
Gasoline engine + A/T 4.27
Oil Capacity 1.4L
Specification SAE 80W / 90 or API GL-5

▶Rear Axle

Description Specification
Axle shaft type Semi-floating
Axle housing type Build up
Differential Type Conventional type
Gear type Hypoid Gear
Final gear reduction ratio DI engine + M/T 3.73
DI engine + A/T 3.31
Gasoline engine + A/T 4.27
Oil Capacity 2.0L
Specification SAE 80W/90 or API GL-5
 4122-01 10-3

1. SPECIAL TOOLS AND EQUIPMENT

 3260-01 07-3

1. SPECIFICATIONS
07-4

1. OVERVIEW
The AWD transfer case is installed to the full time 4WD vehicle. Unlike the TOD (Torque On
Demand) transfer case, it delivers the driving force to the front wheels through the internal
planetary gears without a control unit to operate AWD function. It also doesn't have the TC
(Transfer Case) shift motor and 4WD transfer switch. Since it doesn't have a control unit such as
TCCU (Transfer Case Control Unit), it delivers the driving force to the front and rear propeller
shafts according to the gear ratio based on the gear combinations. The distribution ratio of driving
force is 40:60 (front wheels:rear wheels).
 3260-01 07-5

2. LOCATION

▶ Distribution of Driving Force in AWD

07-6

3. STRUCTURE
1) Sectional View
 3260-01 07-7

2) Exploded View

1. Oil seal 12. Rear output shaft assembly

2. Case assembly 13. Air breather
3. Input shaft 14. Front output shaft assembly
4. Sprocket 15. Oil seal
5. Front sun gear 16. Retaining ring
6. Differential carrier assembly 17. Driven sprocket
7. Thrust washer 18. Chain
8. Rear sun gear 19. Clip
9. Snap ring 20. Bolt
10. Cover assembly 21. Plug
11. Oil seal
07-8

4. POWER FLOW

▶ Distribution of Front Output Torque

▶ Distribution of Rear Output Torque

 3260-01 07-9

5. OPERATION OF DIFFERENTIAL
1) Systematic Diagram

2) Revolution Control
When there is a revolution difference due to the gap of turning radius while cornering, the tight
corner braking symptom occurs in part time transfer case. However, for the AWD, this gap of
turning radius is compensated by the differential so that the tight corner braking symptom will not
occur. The ESP also operates the wheel slip under control in order to keep the vehicle stable
under severe conditions such as icy road.
07-10

▶ When Revolution Difference Does not Occur

If there is no revolution difference in front and rear shafts, the step pinion (19T/13T) and the
pinion (16T) are fixed (integrated to the carrier) even when the carrier rotates. It makes the front
sun gear and the rear sun gear move toward the moving direction with the torque ratio of 40:60.

▶ When Revolution Difference Occurs

The front wheels should rotate faster than the rear wheels while cornering (including wheel slip)
since the front wheels' turning radius is larger than the rear wheels'. At this moment, the step
pinion (19T/13T) should rotate faster than the pinion (13T) in relation to the carrier's movement.
This function is similar to the regular differential function, which also compensates the revolution
difference while maintaining the torque ratio in 40:60 (front:rear).
 3240-01 06-3

1. SPECIFICATIONS
06-4

1. OVERVIEW

TOD system means the full time 4WD system and the registered trade mark of Borg Warner.
TOD is an abbreviation of Torque On Demand.
TOD (Torque On Demand) system, which is superior than existing Full Time 4WD, checks the
road surface and vehicle conditions via various sensors and, subsequently, according to the
situations and conditions, distributes the most optimal driving force to front wheels and rear
wheels by activating the electro-magnetic clutch located inside of TOD Transfer Case.

TOD receives the speed signals from speed sensors installed in front axle and rear axle, the TPS
signals from engine, and the operating signals from ABS control unit via CAN. Based on these
data, TOD control unit controls the electro-magnetic clutch to distribute the 3:97 ~ 44:56 of
driving force to front wheels and rear wheels.
The conventional system uses "FR driving" (theoretically, the 100% of driving force is transferred
to rear wheels) on normal paved road. When the system detects a slip in the rear wheels, a
proper percentage of driving force is transferred to front wheels.

TOD control unit receives the wheel speed signals from the speed sensors in propeller shaft of
transfer case and engine output information from the engine control unit. TOD control unit
changes the pressure force of the electromagnetic clutch based on the analyzed data.
 3240-01 06-5

1) Distribution of Driving Force According to Road Surface

1. On normal road surface In vehicle with existing part time transfer case, when a driver turns the
steering wheel to park in the 4WD mode, the vehicle may halt sensation of tight corner braking
phenomena. However, in vehicle with TOD system, this phenomena does not occur and the
driving force is properly and automatically distributed.
2. On paved road with high speed Driving at high speed on roads such as highway mainly uses
rear wheels as driving wheel. At this moment, some of torques is also distributed to front
wheels so that the vehicle could maintain safe ground grab capacity against side winds and
rain. Distribution ratio: 15% for front wheels and 85% for rear wheels.

3. When turning on the road with low friction rate During cornering on roads such as unpaved,
snowy, icy and muddy, ground grab capacity is increased by distributing required torque and,
at the same time, comfortable steering operation is maintained by controlling the ground grab
capacity at high level.
Distribution ratio: 30 % for front wheels and 70 % for rear wheels.

4. When climbing or starting off on the road with low friction rate In order to secure the maximum
ground grab capacity and driving force during climbing or starting off on the roads such as
unpaved, snowy and icy road, the system controls the driving force to distribute properly in full
4WD mode. Distribution ratio: 50 % for front wheels and 50 % for rear wheels.
06-6

2) Function
Selection Mode ▶ 4L Mode
When selecting 4L mode, EMC is locked to
apply maximum torque into front and rear
propeller shafts. Shift motor rotates also 4L
position by rotation of cam thus propeller
shaft torque changes from 1:1 to 2.48:1 by
planetary gear set.

▶ Releasing the 4L Mode

When selecting 4H mode, 4L drive mode is
released and 4H mode is resumed.
· "4H" switch: Self-return type
The TOD system has 2 selectable mode, 4H · "4L" switch: Push lock type
and 4L. 4H is the normal operating mode
when drive of which gear ratio is 1:1 and 4L
mode distributes power to front and rear
wheels 50 : 50 of which gear ratio is 2.48:1.

3) 4WD Operation Overview

- To make the mode shift easier, stop the vehicle, depress the brake pedal, select the mode
switch, and move the selector lever with the sequence of [N-P-N].
 3240-01 06-7

2. POWER FLOW
▶ System Layout

Instrument Panel

4WD Switch

Output

Input

Rear Speed

Manetic Clutch

Motor

Front Output Front Speed

06-8

3. TOD OPERATION
1) Distribution of Driving Force According to Road Surface
1. On normal road surface
In vehicle with existing part time transfer case, when a driver turns the steering wheel to park in
the 4WD mode, the vehicle may halt sensation of tight corner braking phenomena. However, in
vehicle with TOD system, this phenomenon does not occur and the driving force is properly
and automatically distributed.

2. On paved road with high speed

Driving at high speed on roads such as highway mainly uses rear wheels as driving wheel. At
this moment, some of torques is also distributed to front wheels so that the vehicle could
maintain safe ground grab capacity against side winds and rain. Distribution ratio: 15% for front
wheels and 85% for rear wheels.

3. When turning on the road with low friction rate

During cornering on roads such as unpaved, snowy, icy and muddy, ground grab capacity is
increased by distributing required torque and, at the same time, comfortable steering operation
is maintained by controlling the ground grab capacity at high level.
Distribution ratio: 30 % for front wheels and 70 % for rear wheels.

4. When climbing or starting off on the road with low friction rate
In order to secure the maximum ground grab capacity and driving force during climbing or
starting off on the roads such as unpaved, snowy and icy road, the system controls the driving
force to distribute properly in full 4WD mode. Distribution ratio: 50 % for front wheels and 50 %
for rear wheels.

2) Mode Selection
The TOD system has 2 selectable mode, 4H
and 4L. 4H is the normal operating mode
when drive of which gear ratio is 1:1 and 4L
mode distributes power to front and rear
wheels 50:50 of which gear ratio is 2.48:1.
 0000-00 06-9

▶ 4L Mode

When selecting 4L mode, EMC is locked to apply maximum torque into front and rear propeller
shafts. Shift motor rotates also 4L position by rotation of cam thus propeller shaft torque changes
from 1:1 to 2.48:1 by planetary gear set.

▶ Releasing the 4L Mode

When selecting 4H mode, 4L drive mode is released and 4H mode is resumed.

- "4H" switch: Self-return type
- "4L" switch: Push lock type

3) 4WD Operation Overview

To make the mode shift easier, stop the vehicle, depress the brake pedal, select the mode
switch, and move the selector lever with the sequence of [N-P-N].
06-10

▶ 4H Mode (4WD Drive - High Speed)

Transmission Rear Axle

(Rear Wheel)

Front Axle
(Front Wheel)
 3240-01 06-11

▶ 4L Mode (4WD Drive - Low Speed)

Transmission Rear Axle

(Rear Wheel)

Front Axle
(Front Wheel)
06-12

3. CIRCUIT DIAGRAM
 3240-01 03-3

1. SPECIFICATIONS
Description Specifications
Total length 343mm
Mating surface of front flange 40mm
Weight 32.4 kg (including oil)
Oil capacity 1.4L
Oil type ATF DEXRON II or III
Location Transfer case
Major element Housing Part-time & TOD
Bolt 11EA, M8 x 1.25
Input shaft A/T: outer spline
M/T: inner spline
03-4

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.

Side View Rear View

 3240-01 03-5

▶ Operation

Description Mode Conditions

Driving 2H 2 Wheel drive Rear-wheel drive mode. This is used under
mode (rear wheel) normal or high-speed driving conditions on
public roads or highways.
4H 4 Wheel drive This is used under sandy, muddy or snow-
(high speed) covered road conditions
4L 4 Wheel drive This is used for maximum traction.
(low speed) When cornering with low speed in 4WD
condition, there could be tire dragging, some
mechanical shocks and resistances in vehicle’s
drive train. These are normal conditions due to
internal resistance in the drive train when the
4WD system is properly working

Mode change 2H ↔ 4H 2 Wheel drive Shifting is possible while driving at the speed of
↔4 Wheel drive 70 km/h or less

2H, 4H ↔ 2 Wheel drive, For Automatic Transmission:

4L 4 Wheel drive -Stop the vehicle on level ground and move the
(high speed) gear selector lever into the “N” position. Turn the
↔4 Wheel drive switch to the desired position.
(low speed)
For Manual Transmission:
-Stop the vehicle on level ground and move the
gear selector lever into the “N” position. Then
turn the switch to the desired position while
depressing the clutch pedal.

To make the mode change easily, stop the

vehicle on level ground and turn the mode
switch to the desired position and move
the shift lever to "N"-"R"-"N" while
depressing the brake pedal.
03-6

2. LAYOUT

Front axle

Front locking hub system (IWE)

Front propeller shaft

Part-time transfer case

Rear propeller shaft

Rear axle
 3240-01 03-7

3. SYSTEM LAYOUT
03-8

4. IWE LOCKING HUB SYSTEM

1) Overview
The vacuum locking hub 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 Booster

Vacuum pump

▶ Vacuum generation process in front hub actuator

 3240-01 03-9

(2) Vacuum System Related to 4WD

Check valve
This valve allows the vacuum pressure to
flow through it in only one direction. This
During 2WD mode, the vacuum pressure prevent the vacuum from abruptly
from vacuum pump is continuously releasing due to faulty vacuum pump.
transmitted to the locking hub system.
This vacuum pressure pulls in the locking
hub actuator so that it will not be engaged Vacuum solenoid valve
with the front end hub gear.

Hub actuator (RH)

In 4WD mode, the TCCU blocks the
transferring of vacuum pressure from
vacuum pump to locking hub by supplying
the power to solenoid valve.
Block the vacuum pressure
To atmosphere
Hub actuator (LH)
Engaged with gear
(expansion) Disengaged from gear
(contraction)

The vacuum pressure is released from the 2WD (applying vacuum pressure to hub
hub actuator. At this time, the front hub end actuator) The vacuum pressure pulls in the
gear is engaged. locking hub actuator so that it will not be
engaged with the front end hub gear.
03-10

5. POWER FLOW

Switching 2H, 4H → 4L

TCCU

Vacuum solenoid

Locking hub operation

(Released internal vacuum)
Transfer case

Front propeller shaft

Rear propeller shaft

Front axle Rear axle

Front wheel Rear wheel

 3240-01 03-11

1) 2H Mode (2 Wheel Drive)

▶ Power Flow

Output shaft of
Rear wheel
transmission

Input shaft of transfer

case
↓ Rear propeller shaft Rear axle
Output shaft of transfer
case

Rear wheel

The driving force is directly engaged (1:1) to rear axle and is transferred only to the rear wheels.
03-12

2) 4H Mode (4 Wheel Drive - High Speed)

▶ Power Flow

The driving force is pass through 4WD High magnetic clutch in transfer case and is distributed
on front wheels and rear wheels (50;50).
 3240-01 03-13

3) 4L Mode (4 Wheel Drive - Low Speed)

▶ Power Flow

The gear ratio is reduced to 2.48;1 while passing through 4WD Low range and planetary gear
set in transfer case and the driving force is distributed on front wheels and rear wheels
(50;50).
 3310-01 04-3

1. SPECIFICATION
Description Specification
Structure Yoke and spider type universal
joint
Number of spiders Front Part time T/C 2
Rear 3
Tube run-out below 0.3 mm
Unbalance Max. 18 g.cm / 4,500 rpm
(30 g.cm when re-measuring)
Front propeller shaft length * 607.1 * Φ63.5
A/T
outer diameter (mm) (at compressed condition)
Rear propeller shaft length * 2WD Front axle 1078.2 * Φ63.5
outer diameter (mm) (A/T) Rear axle 561.4 * Φ63.5
(at compressed condition)

4WD Front axle 696.3 * Φ63.5

(A/T) Rear axle 561.4 * Φ63.5
(at compressed condition)

2. TIGHTENING TORQUE
Item Tightening torque
Mounting bolt on front/rear axle 66.6 ~ 73.5 Nm
Mounting bolt on transfer case 79.4 ~ 87.2 Nm
Center bearing mounting bolt 78.4 ~ 93.1 Nm
04-4

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.

Center bearing

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).
 4411-01 05-3

1. SPECIFICATIONS
Description Specification
Suspension type Double wishbone
Spring type Coil spring
Front Suspension
Shock absorber type Reciprocating cylindrical type
(gas type)
Stabilizer bar type Torsion bar type
Suspension type 5-link type / multi-link type
Spring type Coil spring
Rear Suspension
Shock absorber type Reciprocating cylindrical type
(gas type)
Stabilizer bar type Torsion bar type

2. WHEEL ALIGNMENT
LH RH
Camber 0.12 ± 0.25° 0 ± 0.25°
Caster 4.28° ± 0.4° 4.38° ± 0.4°
Toe-in 2 ± 2mm

Inspect the tire inflation pressure and underbody before checking the wheel alignment.
- Tire inflation pressure: 32 psi
05-4

3. LAYOUT AND COMPONENTS

▶ Front View

1. Shock absorber assembly

2. Coil spring
3. Upper arm assembly
4. Axle shaft assembly
5. Steering knuckle
6. Lower arm assembly
7. Shock absorber yoke assembly

1. Shock absorber (to yoke) bolt:

122.5 ~ 142.1 Nm
2. Upper arm (knuckle side) nut:
137.2 ~ 156.8 Nm
3. Lower arm (knuckle side) nut:
137.2 ~ 156.8 Nm
4. Yoke lower (lower arm side) nut:
147.0 ~ 166.6 Nm
 4411-01 05-5

In lower arm design, the current mass production vehicle (A) is different from the new model
(B) from July 2012.

A . 5-Link type B. Multi-link type

(changed lower arm ball joint)
05-6

▶ Top View

Coil spring mounting nut

Tightening torque: 58.8 ~ 78.4Nm
Stabilizer bar link upper nut
Tightening torque: 29.4 ~ 49.0Nm Upper arm (frame side) bolt/nut
Tightening torque: 107.8 ~ 127.4Nm

Stabilizer bar link lower nut

Tightening torque: 107.8 ~ 127.4Nm Stabilizer bar clamp bolt
Tightening torque: 39.2 ~ 58.8Nm

Lower arm (frame side) bolt/nut

Tightening torque: 205.8 ~ 225.4Nm

Lower arm (shock absorber yoke side) nut

Tightening torque: 147.0 ~ 166.6Nm
05-8

4. SYSTEM LAYOUT AND TIGHTENING TORQUE OF REAR

SUSPENSION
▶ Top View Lower arm (link)

Stabilizer bar link

Stabilizer bar

Upper arm (link)

Shock
absorber

Lateral rod

Axle housing

Coil spring seat (upper side)

 4411-01 05-9

Lower arm bolt/nut

Tightening torque: 147.0 ~ 176.4Nm

Stabilizer bar mounting bracket

Upper arm bolt/nut Tightening torque: 39.2 ~ 58.8Nm
Tightening torque:
147.0 ~ 176.4Nm Stabilizer bar link upper
Tightening torque: 29.4 ~ 44.1Nm

Stabilizer bar link lower

Tightening torque: 58.8 ~ 78.4Nm

Lateral rod
Tightening torque: 147.0 ~ 196.0Nm

Shock absorber upper bolt/nut

Tightening torque: 29.4 ~ 44.1Nm

Shock absorber lower bolt/nut

Tightening torque: 78.4 ~ 98.0Nm
05-10

5. TROUBLESHOOTING
Problem Cause Action
Broken stabilizer bar Replace
Vehicle rolling
Faulty shock absorber Replace
Loosening mounting Retighten
Damaged or worn wheel bearing Replace
Abnormal noise.
Damaged shock absorber Replace
Damaged tire Replace
Over inflated tire Adjust
Faulty shock absorber Replace
Loosened wheel nut Tighten as specified
Poor riding torque
Bent or broken coil spring Replace
Damaged tire Replace
Worn bushing Replace
Deformed arm assembly Replace
Vehicle pulls to one side Worn bushing Replace
Bent or broken coil spring Replace
Excessive resistance of lower arm Replace
ball joint
Hard steering
Insufficient tire pressure Replace
Faulty power steering Replace
Unstable steering Worn or loosened lower arm bushing Retighten or replace
Vehicle bottoming Worn or broken coil spring Replace
Over loaded on the vehicle -
Vehicle height lowered Defective shock absorber Replace
Defective coil spring Replace
 4411-01 05-11

1. OVERVIEW
Suspension is the term given to the system of springs, shock absorbers and linkages that
connects a vehicle to its wheels. Suspension systems serve a dual purpose ? contributing to the
vehicle's road holding/handling and braking for good active safety and driving pleasure, and
keeping vehicle occupants comfortable and reasonably well isolated from road noise, bumps,
and vibrations, etc. These goals are generally at odds, so the tuning of suspensions involves
finding the right compromise. It is important for the suspension to keep the road wheel in contact
with the road surface as much as possible, because all the forces acting on the vehicle do so
through the contact patches of the tires. The design of front and rear suspension of a vehicle
may be different.
Under View (4WD, Automatic Transmission)

Front suspension

Rear suspension
05-12

2. FRONT SUSPENSION (DOUBLE WISHBONE)

Double wishbone suspension is an independent suspension design using two (occasionally
parallel) wishbone-shaped arms to locate the wheel. Each wishbone or arm has two mounting
points to the chassis and one joint at the knuckle. The shock absorber and coil spring mount to
the wishbones to control vertical movement. Double wishbone designs allow the engineer to
carefully control the motion of the wheel throughout suspension travel, controlling such
parameters as camber angle, caster angle, toe pattern, roll center height, scrub radius, scuff and
more.

Lower arm Upper arm Shock absorber Stabilizer

▶ Advantage
1. The advantage of a double wishbone suspension is that it is fairly easy to work out the effect
of moving each joint, so the kinematics of the suspension can be tuned easily and wheel
motion can be optimized.
2. It is also easy to work out the loads that different parts will be subjected to which allows more
optimized lightweight parts to be designed.
3. They also provide increasing negative camber gain all the way to full jounce travel unlike the
MacPherson strut which provides negative camber gain only at the beginning of jounce travel
and then reverses into positive camber gain at high jounce amounts.
▶ Disadvantage
1. The disadvantage is that it is slightly more complex than other systems like a MacPherson strut.
2. Due to the increased number of components within the suspension setup it takes much longer to
service and is heavier than an equivalent MacPherson design.
 4411-01 05-13

3. REAR SUSPENSION (MULTI LINK TYPE)

Multi-link (5-Link) type suspension is the independent suspension. It provides good ride comfort
and drivability by reducing the coil spring weight. Also, it increases the space for passenger
compartment by lowering the floor. This type of suspension consists of multiple links such as coil
spring, shock absorber, upper and lower arms, lateral rod and stabilizer bar.

Shock absorber Stabilizer bar Rear coil spring

Lower arm Upper arm Lateral rod

05-14

4. WHEEL ALIGNMENT
Wheel alignment (adjustment of Camber, Caster and Toe) is part of standard automobile
maintenance that consists of adjusting the angles of the wheels so that they are set to the
specification. The purpose of these adjustments is to reduce tire wear, and to ensure that vehicle
travel is straight and true (without "pulling" to one side). Alignment angles can also be altered
beyond the specifications to obtain a specific handling characteristic.

▶ Necessity for Wheel Alignment

Wheel alignment consists of adjusting the angles of the wheels so that they are perpendicular to
the ground and parallel to each other. The purpose of these adjustments is maximum tire life and
a vehicle that tracks straight and true when driving along a straight and level road.
The symptoms of a vehicle that is out of alignment are:
Uneven or rapid tire wear
Pulling or drifting away from a straight line
Wandering on a straight level road
Spokes of the steering wheel off to one side while driving on a straight and level road.
 4411-01 05-15

1) Toe-in
The difference of measured distances between the front ends of the tires (A) and the rear ends of
the tires (B) along the same axle when viewed the wheels from the top.

Toe-in 2 ± 2mm

▶ When viewed from the top, the distance between the tire centers is smaller in the front than in
the rear.
- Side slip protection
- Parallel front wheels rotation (straight ahead driving is ensured by toe-in to prevent the
wheels from tilting outwards by the camber while driving)
- Prevention of uneven (outward) tire wear
Prevention of toe-out from wearing of steering linkage
05-16

2) Camber
The angle between the center line of the tire and the vertical line when viewed from the front of
the vehicle

LH 0.12 ± 0.25°
Camber
RH 0 ± 0.25°

▶ Positive camber: Top of the tire is tilted outward

Advantages: - The axle is not bent when it is loaded.
- The force required to operate the steering wheel is reduced due to smaller
contact area (or load area) of the tire.
- Restoring force of the steering wheel is gained (when turning the steering
wheel, the tire circles and the force to lift the frame is applied. In this case,
the shock absorber contracts and the restoration force is applied to the
steering wheel.)
Disadvantages: - Cornering force decreases as the positive camber increases when the
vehicle makes turn.
- The hub bearing is worn unevenly if camber is excessive.

▶ Zero camber: When the tire center line is perpendicular to the ground level

▶ Negative camber
Advantages: - Better traction force due to wide load area (applicable for off-road vehicle)
- Better corner driving when the vehicle makes turn as the cornering force
Disadvantages: - The axle is easy to be bent or deviated in the negative camber than in the
positive camber when load is applied on the axle.
- Difficult to control due to wide load area.
 4411-01 05-17

3) Caster
The angle between the vertical line and king pin, which fixes the steering knuckle and front axle,
(steering column which connects the top and bottom ball joints in the independent axle type)
when viewed the tires from the side.

LH 4.28 ± 0.4°
Caster
RH 4.38 ± 0.4°

▶ Caster: With considering the height difference between the wheel centers of the front and
rear wheels. (Under standard condition that the vehicle is on a level ground)

▶ Positive caster: Top of the king pin is tilted backward from the vertical line of the wheel
center when viewed the tires from the side
Advantages: - Directional force to go straight (following control)
- Restoring force of the wheel (restored to the straight ahead direction)
- Prevention of wheel shimmy (wheels wobble left and right)

▶ Negative caster: Top of the king pin is tilted forward from the vertical line of the wheel center
when viewed the tires from the side
Advantages: - Smaller turning radius
Disadvantages: - Impact from the road is transferred to the steering wheel (steering wheel
turns)
- Poor straightness
NO DATA
 4850-01 06-3

1. SPECIFICATION
Unit Description Specification
Front brake Type Ventilated disc
Outer diameter of disc Ø294 mm
Inner diameter of caliper cylinder Ø45.0 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
(5-Link)
Outer diameter of disc Ø299 m
(Rigid Axle)
Thickness of disc 10.4 mm (wear limit: 8.5 mm)
Area of brake pad 28.8cm²
Pad wear indicator Mechanical type
Rear brake Type Ventilated disc
(Multi-Link)
Outer diameter of disc Ø307 mm
(IRS Axle)
Thickness of disc 20 mm (wear limit: 18.4 mm)
Area of brake pad 42.5cm²
Pad wear indicator Mechanical type
Brake booster Type Vacuum assist type
Master cylinder ype Tandem type(integrated level sensor)
Inner diameter of cylinder Ø25.4 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 ~ 0.8 ℓ

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.
06-4

2. 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
 4850-01 06-5

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 Adjust
master 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 Adjust
shoe
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 brake Wear, hardening or poor contact of brake pad Replace
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
06-6

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 Replace: caliper,
system 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)
 4850-01 06-7

▶ 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.
06-8

3. 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.

A. Fill up the brake fluid up to "MAX" line on

the reservoir.

B. Fill the reservoir with brake fluid and

pump the brake pedal several times.
Then keep it depressed.

C. 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.
 4850-01 06-9

D. ir bleed screw at rear brake

E. Air bleed screw at front brake

Air bleeding F. Repeat the air bleeding procedures until

completed clear brake fluid comes out of air bleed
Air in brake screw.
fluid
G. Check for oil leaks from the brake lines.

Deteriorated
fluid
06-10

4. RAKE SYSTEM CHECK

▶ Maximum Stroke of Brake Pedal
- Check the brake pedal with below
procedures:
A. Start the engine.
B. Pump the brake pedal around 3 times.
C. 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.
D. If the measured value is out of the
specified value, adjust the length.

Specified value (A) 138 mm

▶ Over the specified value

Cause Action
Worn brake pad Replace
Worn brake shoe Replace
Improper stroke of Adjust
hand brake
Air in brake line Air bleeding
Oil leak Repair or replace
Brake booster push Replace or adjust
rod
Improperly adjusted Adjust
stopper bolt

▶ Below the specified value

Cause Action
Brake booster push Replace or adjust
rod
Air in brake fluid Replace
Improperly adjusted Adjust
stopper bolt
 4850-01 06-11

▶ Pedal Height
- Check the pedal height with below
procedures:
Push rod
Stop lamp A. Start the engine and measure the length
switch (A) between floor mat and pedal.
Operating B. If the measured value is out of the
rod lock nut Plunger specified value, adjust the length.

179 mm
Specified value (A)
(from carpet)

Remove the service mat before measuring

the pedal height.

- Adjust the pedal height with below

procedures:
A. Disconnect the stop lamp switch
connector.
B. Unscrew the lock nut and remove the
stop lamp switch assembly.
C. Loosen the lock nut on the pedal push
rod.
D. Turn the pedal push rod to adjust the
pedal height.
E. Tighten the lock nut.
F. Install the stop lamp switch assembly.
G. Connect the stop lamp switch connector.
Check if the stop lamps come on when
H. pressing the brake pedal around 5 mm.
If the stop lamp dpes not come on,
I. adjust the stop lamp switch assembly
again.
J. If the stop lamps come on, tighten the
lock nut and measure the pedal height
again.

If the measurement is out of the specified

value, loosen the lock nut and adjust the
pedal height.
06-12

▶ Pedal Free Play

- Check the pedal free play with below
procedures:
A. Stop the engine.
B. Depress the brake pedal several times to
discharge the vacuum pressure of the
brake booster.
C. Depress the brake pedal until you feel
the resistance, and measure the
movement (A).

Specified value (A) 3 ~ 8 mm

If the free play is below the specified value,

check if the clearance between the outer
case of the stop lamp and the brake pedal is
within the specified range. If the clearance is
out of the specified range, the clearance
between the clevis pin and the brake pedal
arm is too large. Check the components and
repair if needed.
▶ Stop Lamp Switch
A. Connect the multimeter to stop lamp
switch connector (N.O.) and check if the
continuity exists when pushing in the
plunger. If the continuity doesn't exist, the
stop lamp switch is normal.
B. Connect the multimeter to stop lamp
switch connector (N.C.) and check if the
continuity exists when pushing in the
plunger. If the continuity doesn't exist, the
stop lamp switch is normal.

Stop Lamp Switch Plunger

Type
Pushed Not pushed
N.C Continuity Not continuity
N.O Not continuity Continuity

Connector Internal circuit

 4850-01 06-13

▶ Brake Booster
A. 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.

B. Depress the brake pedal several times with

engine off. If the brake goes down when
starting engine with pedal depressed, the
system is normal. If not, the system is
defective.

C. Depress the brake pedal when the engine

is 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.
06-14

▶ Brake Fluid
A. Color
- Ligh gold (New oil) → Brown → Black

B. 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.
 4850-01 06-15

▶ Front Brake

A. 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.

If a brake pad is worn beyond the wear

limit, replace both front brake pads.

B. Disc Thickness

- Measure the disc thickness at over ten

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

C. 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 brakin
0.03 mm (before installation)
Limit
0.07 mm (when installed)
06-16

Clean the dissembled components and visually check the followings:

D. Damage and tear on boot

E. Uneven wear and oil contamination

F. Damage, crack and wear on cylinder body

(A) and guide pin (B)

G. Wear, rust and damage on the cylinder

and piston
H. Scratch and bending on disc plate
 4850-01 06-17

▶ Rear Brake

A. Pad Thickness
- Remove the front tire.
- 2. Measure the pad thickness and replace
it if it is below the wear limit.

New pad Wear limit

10 mm 2 mm

B. Disc thickness
- Measure the disc thickness at over ten
points.
- If any of measured points is below the
wear limit, replace the brake disc with new
one.

New disc Wear limit

5-link 10.4mm 8.5mm
Multi-link 20.0mm 18.4mm

C. 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)
06-18

▶ Parking Brake

Check the brake force with below

procedures:
A. Count the number of the clicks (notches)
when pulling up the parking brake with
19.0 ± 1.5kgf of force.

Specified notches 5

B. If the clicks are over or below the

specified value, adjust the clicks to the
specified value with the parking brake
C. adjusting nut.
Check the parking brake force after
D. adjustment.
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.
 4850-01 06-19

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.
06-20

▶ 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.
06-22

2. SYSTEM LAYOUT
HECU Assembly

Brake Master Cylinder & Booster

Front Brake Caliper Assembly

Wheel Speed Sensor(4WD)

Front Brake Pad
A. Front B. Rear
 4850-01 06-23

Indicator & Warning Lamp

Parking Brake Lever

A. ABS indicator/warning lamp

B. Parking brake indicator

Brake Pedal

Rear Brake Caliper Assembly

Parking Brake Assembly

Rear Brake Pad
06-24

3. SECTIONAL DIAGRAM
▶ Front Disc Brake

Brake caliper

Brake pad

Air bleeder screw

Brake disc

Wheel bolt or hub bolt

Upper arm connection

Air bleeder screw

2-way piston

Brake caliper

Brake hose

Knuckle

Dust shield

Lower arm connection

Tie rod end connection

 4850-01 06-25

▶ Rear Disc Brake

Air bleeder screw

Brake pad

Brake caliper

Brake disc

Brake hub

Wheel bolt or hub bolt

Air bleeder screw

Brake caliper

Brake hose

One-way piston

Dust shield

Parking brake connection

06-26

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
 4850-01 06-27

5. CIRCUIT DIAGRAM OF STOP LAMP

 4892-01 07-3

1. SPECIFICATIONS
Specification
Description Remark
ABS
HECU Clock frequency: 28 MHz
CPU: MCU60 (32bit)
Memory: 128~256 kb
Switch orifice
Wheel speed sensor Active type Output: 7~14 mA
Steering wheel angle sensor None

Sensor cluster None

Longitudinal G sensor 4WD only (integrated in ABS HECU)
Pressure sensor None

1) Specifications of Active Wheel Speed Sensor

Description Specification Remark
Supplying voltage 4.5 ~ 16.0V
Output current (vehicle speed: 7mA(Lo) ~ 14mA(Hi)
approx. 2.75km/h)
Operating temperature -40 ~ 150℃
Operating frequency 1 ~ 2,500Hz
Front: 7.8~11.7 Nm
Tightening torque
Rear: 7.8~11.8 Nm
07-4

1. SYSTEM OVERVIEW
When braking suddenly or braking on slippery roads, the vehicle keeps moving forward but the
wheels are locking and not rotating. If these happen, the vehicle may lose stability or rotate
resulting in an accident. ABS helps to maintain directional stability and control of the vehicle. ABS
is designed to secure more safety and increase the control of steering wheel during emergency
braking situation. But, ABS does not guarantee perfect safety beyond its physical limit. ABS in this
vehicle contains EBD function. In normal driving conditions, the brake system operates without
ABS function.

▶ ABS effect according to braking conditions

Braking on split road Maneuvering while braking

07-6

2. COMPONENTS AND LAYOUT

ABS Warning Lamp

EBD warning lamp (ABS warning lamp and

Brake warning lamp ON together

Brake Master Cylinder and Booster

Front Active Wheel Speed Sensor

It is installed on the front hub assembly.

 4892-01 07-7

HECU (Hydraulic & Electronic Control Unit)

Diagnostic Connector

Rear Active Wheel Speed Sensor

It is installed on the rear axle.

07-8

3. ABS CONTROL LOGIC

The principal ABS control logic is the determination of the reference speed by choosing one
wheel meeting a certain condition, while sensing the speed information from 4 wheel speed
sensors when the vehicle is being driven.
For example, when the comparison of the reference speed with front right wheel speed shows a
slip, the control signal is determined according to whether it's deceleration or acceleration. If the
control conditions are met, the brake for the front right wheel will be got under control.
 4892-01 07-9

4. WARNING LAMPS

A. ABS warning lamp B. Brake warning lamp

(EBD warning lamp: ABS warning lamp + Brake warning lamp)

1) ABS Warning Lamp

ABS warning lamp module indicates the self diagnosis and malfunction.
ABS warning lamp ON:

1. When turning the ignition switch to ON position, ABS warning lamp comes on for 3 seconds for
self-diagnosis and goes off if the system is OK (initialization mode).
2. When the system is defective, the warning lamp comes on.
3. When the self-diagnosis is performing, the warning lamp comes on.
4. When the HECU connector is disconnected, the warning lamp comes on.
5. ABS is not available during lamp ON. In this condition, Only normal brake system without ABS
function is available.
6. When the communication between warning lamp CAN module in meter cluster, the warning
lamp comes on.
07-10

5. SYSTEM OPERATION
1) Block Diagram of ABS HECU
 4892-01 07-11

2) Basic Theory of ABS Function

To give you a better understanding of the tasks and functions of ABS, we will first look at the
physics principles.

(1) Stopping distance

The stopping distance depends on the vehicle weight and initial speed when braking starts. This
also applies for vehicle with ABS, where ABS always tries to set an optimum brake force on each
wheel. As great forces are exerted between the tires and the carriageway when braking, even with
ABS the wheels may scream and rubber is left on the road. With an ABS skid mark one may be
able to clearly recognize the tire profile. The skid mark of an ABS vehicle does not however leave
any hint of the speed of the vehicle in the case of an accident, as it can only be clearly drawn at
the start of braking.

(2) Brake force on a wheel

The maximum possible brake force on a wheel depends on the wheel load and the adhesion
coefficient between tire and carriageway. With a low adhesion coefficient the brake force, which
can be obtained is very low. You are bound to know the result already from driving on winter
roads. With a high adhesion coefficient on a dry road, the brake force, which can be obtained, is
considerably higher. The brake force, which can be obtained, can be calculated from below
formula:

▶ Maximum brake force

FBmax =
wheel load FR x coefficient of frictionMh

The braking process cannot be described

sufficiently accurately with the brake forces
calculated. The values calculated only apply if
the wheel is not locked. In the case of a
locking wheel, the static friction turns into
lower sliding friction, with the result that the
stopping distance is increased. This loss of
friction is termed "slip" in specialist literature.
07-12

▶ Slip

The brake slip is the difference between the vehicle speed and the wheel circumference speed. If
the wheel locks, the slip is greatest, that is 100 %. If the wheel is running freely and un-braked,
the slip is the lowest, equal to 0 %. Slip can be calculated from the vehicle speed Vveh and the
wheel speed Vw. The equation for this is:

Vveh = 100 km/h, Vw = 70 km/h

Vveh - Vw
Slip ratio (S) = X 100%
Vveh

S = 30%

▶ Typical Slip Curves

For the various road conditions, the friction

coefficients were plotted. The typical course
of the curves is always the same. The only
special feature is shown by the curve for
freshly fallen snow, for this curve increases at
100 % slip. In a vehicle without ABS, the
wheel locks on braking and therefore pushes
a wedge before it. This wedge of loose
surface or freshly fallen snow means and
increased resistance and as a result the
stopping distance is shorter. This reduction in
stopping distance is not possible with a
vehicle with ABS, as the wheel does not lock.
On these surfaces the stopping distance with
ABS is longer than without ABS. The reason
for this is based in physics and not in the
Anti-Lock System.
However, as mentioned before, ABS is not
about the stopping distance, but
maneuverability and driving stability, for the
vehicle with locking wheels without ABS
cannot be steered.
 4892-01 07-13

▶ KAMM circle
Before we go into the Kamm circle, you should
know that a tire offers a maximum of 100 %
transmissibility. It is all the same for the tire
whether we require 100 % in the direction of
braking or in the direction of the acting lateral
force, e.g. when driving round curves. If we
drive into a curve too fast and the tire requires
100 % transmissibility as cornering force, the
tire cannot transmit any additional brake force.
In spite of the ABS the car is carried out of the
curve. The relationship between brake force B
and cornering force S is shown very clearly in
the Kamm circle. If we put a vehicle wheel in
this circle, the relationship becomes even
clearer. In this relationship: as long as the
acting forces and the resulting force remain
within the circle, the vehicle is stable to drive. If
a force exceeds the circle, the vehicle leaves
the road.
▶ Brake and cornering force
- Brake force
When depressing the brake pedal the brake
force increases to the maximum, then the
brake force decreases until the wheel locks.
Cornering force
- The cornering force is a maximum when the
wheel is turning freely with zero slip. When
braking the cornering force falls to zero if the
wheel locks (slip 100 %).
ABS operating range
The operating range starts just before the
- maximum brake force and ends in maximum,
for the unstable range then begins, in which
no further modulation is possible. The ABS
controls the regulation of the brake pressure
so that the brake force only becomes great
enough for a sufficient proportion of
cornering force to remain. With ABS we
remain in the Kamm circle as long as the car
is driving sensibly. We will leave driving
physics with these statements and turn to the
braking systems with and without ABS.
07-14

3) Basic ABS Control

▶ Operation of ABS control unit

Applications of the ABS control unit The

signals produced by the wheel sensors are
evaluated in the electronic control unit. From
the information received, the control unit must
first compute the following variables:

- Wheel speed
- Reference speed
- Deceleration
- Slip

▶ Reference speed

The reference speed is the mean, I.e. average speed of all wheel speeds determined by
simple approximation.

▶ Simplified ABS control

If, during braking, one wheel speed deviates from the reference speed, the ABS control unit
attempts to correct that wheel speed by modulating the brake pressure until it again matches
the reference speed. When all four wheels tend to lock, all four wheels speeds suddenly
deviate from the previously determined reference speed. In that case, the control cycle is
initiated again in order to again correct the wheel speed by modulating the brake pressure.

▶ Select Low control

This control is used for the rear axle. This controls the brake pressure on the rear wheels so
that the rear wheels will not be locked.
 4892-01 07-15

4) ABS Control Pattern

△V: Vehicle speed

Vref: Reference speed
Vw: Wheel speed

The ABS control is performed by comparing the reference speed with each wheel speed. Firstly, it
is determined whether the vehicle is in the deceleration or acceleration state using the wheel
speed change ratio. Then, a signal is transmitted to the valve.
Finally, the brake pressure is adjusted via the signal.
07-16

6. HYDRAULIC CIRCUIT DIAGRAM

The vehicle equipped only with the ABS controls the wheel's braking force using three 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 07-17

7. HYDRAULIC CIRCUIT DIAGRAM IN EACH OPERATION

▶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 .

▶No Hydraulic Pressure Circuit when ABS 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.
07-18

▶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 changer 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 noises

▶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 and the wheel speed decreases as the hydraulic pressure at wheel increases. This
operation continues repetitively until there are no signs that the ECU is locking the wheels. When
the ABS hydraulic pressure control takes place, there may be some vibration and noises at the
brake pedal.
 4892-01 07-19

8. ELECRTRIC CIRCUIT DIAGRAM

 4892-01 07-3

1. SPECIFICATION
Description
Unit Specification
ABS ESP
Clock frequency: 28MHz Clock frequency: 33MHz
CPU : MCU60(32bit) CPU : MCU6(32bit)
HECU
Memory: 128 ~ 256KB Memory: 256 ~ 512KB
Switched Orifice Switched Orifice

Wheel speed sensor Active type Active type Output:

7~14mA
Max. detection angle
Steering wheel angle None speed: 1500° / sec
sensor Operating voltage: 9~12V

Yaw rate sensor + lateral

None G sensor + longitudinal G
Sensor cluster
sensor (4WD)

Longitudinal G sensor None

4WD only

Pressure sensor None Installed on master

cylinder

1) Specification of Active Wheel Sensor

Description Specification Remark
Supplying voltage 4.5 ~ 16.0V
Output current (at 2.75 km/h of 7mA(Lo) ~ 14mA(Hi)
vehicle speed)
Operating temperature -40 ~ 150℃
Operating frequency 1 ~ 2,500Hz
Front : 7.8~11.8Nm
Tightening torque
Rear : 7.8~11.8Nm
07-4

2) Specification of Steering Wheel Angle Sensor

Description Specification Remark
Operating voltage 9 to 16 V
Maximum output current 10mA
Maximum detection angle ±100°/Sec
speed
Operating temperature -30 ~ 75℃
Supplying voltage 9 to 16 V (battery voltage)
Output voltage (HI) approx. 3.50 V (3.0 to 4.1 V)
Output voltage (LO) approx. 1.50 V (1.3 to 2.0 V)
Pulses/rev 45 pulses/rev

3) Specification of Sensor Cluster

Description Specification Remark
Supplying voltage approx. 5V (4.75~5.25V)
Output voltage at standstill approx. 2.5V (IGN ON)
Operating range 0.2 ~ 4.8V
Initial velocity 4 /s
 4892-01 07-5

2. FUNCTIONS AND COMPONENTS

1) Terms and Acronyms
- 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
- HBA: Hydraulic Brake Assistant
- ARP: Active Rollover Protection
- HDC: Hill Descent Control

2) Functions
Function ABS/EBD ESP
ABS Available
EBD Available
ABD
ASR
Available
AYC
Not available
HBA
ARP
HDC
07-6

3) Components
CBS 장착 차량
Component ABS/EBD ESP
(수출 Only)
HECU
Front wheel speed sensor
Rear wheel speed sensor Available Available

ABS warning lamp

EBD indicator
G-sensor 2WD: Not available, Not available
없음
4WD: Available
Sensor cluster (Yaw-rate sensor,
Lateral/Longitudinal G sensor)

ESP warning lamp & indicator Not available Available

ESP OFF switch and indicator

Steering wheel angle sensor

4) Operation of Components
ABS ESP+ARP
2WD 4WD 2WD 4WD
Wheel speed sensor 4 sensors 4 sensors 4 sensors 4 sensors

Sensor cluster Not applied Not applied Applied Applied

G-sensor Not applied Applied Not applied Not applied
2H G-sensor - Operable - -
4H G-sensor - Operable - -
4L G-sensor - Operable - -
2H sensor cluster - - Operable Operable
4H sensor cluster - - Operable Operable
4L sensor cluster - - Operable Operable
 4892-01 07-7

3. WARNING LAMPS

1. ABS warning lamp

2. Brake warning lamp
3. ESP OFF indicator
4. ESP warning lamp/indicator
5. EBD warning lamp

Name Color Symbol Operating Condition

ESP OFF indicator Amber ESP OFF switched ON

ESP indicator (blinks) ESP operating

Amber
ESP warning lamp ESP malfunctioning

ABS warning lamp Amber ABS malfunctioning

EBD warning lamp Amber + Red EBD malfunctioning

Red: HDC operating

HDC indicator Red, Green
Green: HDC switched ON
07-8

1) ABS Warning Lamp

ABS warning lamp module indicates the self diagnosis and malfunction.
ABS warning lamp ON:
A. When turning the ignition switch to ON position, ABS warning lamp comes on for 4 seconds for
self-diagnosis and goes off if the system is OK (initialization mode).
B. When the system is defective, the warning lamp comes on.
C. During self-diagnosis.
D. When disconnecting the HECU connector, the warning lamp comes on.
E. ABS is not available during lamp ON. In this condition, only normal brake system without ABS
function is available.
F. When the communication between warning lamp CAN module in meter cluster cannot be
established, the warning lamp comes on.

2) EBD (Electronic Brake-force Distribution) Warning Lamp (Brake

Warning Lamp)
EBD warning lamp when the system perform the self diagnosis and when it detects the
malfunction of EBD system. However, the brake warning lamp comes on regardless of EBD when
the parking brake is applied.
EBD warning lamp ON:
A. When turning the ignition switch to ON position, ABS warning lamp and the brake warning lamp
comes on for 4 seconds for self-diagnosis and goes off if the system is OK (initialization
mode).
B. When applying the parking brake, the brake warning lamp comes on.
C. When the brake fluid is not sufficient, the brake warning lamp comes on.
D. During self-diagnosis.
E. When disconnecting the HECU connector, the warning lamp comes on.
F. When the system is defective, ABS warning lamp and the brake warning lamp come on
simultaneously.
a. When the solenoid valve is defective
b. When one or more wheel sensors are defective
c. When ABS HECU is defective
d. When the voltage is abnormal
e. When valve relay is defective

G. When the communication between warning lamp CAN module in meter cluster, the warning
lamp comes on.
 4892-01 07-9

3) ESP OFF Indicator

ESP OFF indicator ON:
1. When turning the ignition switch to ON position, ESP warning lamp comes on for 4 seconds
for self-diagnosis and goes off if the system is OK (initialization mode).
2. When the ESP OFF switch is pressed to turn off ESP function, ESP OFF indicator comes on.

4) ESP OFF Switch

If ESP OFF switch is pressed, ESP function is deactivated and the ESP OFF indicator in the
instrument cluster comes on.
To resume the ESP function, press the switch again. At this time, ESP OFF indicator goes out.

5) ESP Warning Lamp

ESP warning lamp ON:
A. When turning the ignition switch to ON position, ESP warning lamp comes on for 3 seconds
for self diagnosis and goes off if the system is OK (initialization mode).
B. When the system is defective, the warning lamp comes on.
C. When the ESP function is activated, ESP warning lamp blinks with the interval of 2 Hz.
D. When the communication between warning lamp CAN module in meter cluster, the warning
lamp comes on.
07-10

4. PRECAUTIONS

- The warning lamp flashes and warning beep sounds when the ESP is operating
When the ESP operates during vehicle movement, the ESP warning lamp on the instrument
panel flashes and beep comes on every 0.1 second. 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.
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 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,
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.

- HDC is designed for driving on off-road steep grades (over 10%).

- Unnecessary usage of HDC can cause malfunctions inthe brake system or ESP. Do not use
HDC when drivingon normal roads.
- If driving on a level road with HDC on and ready foruse, HDC may be applied during sharp
cornering orpassing over a speed bump. There￢fore, do not activateHDC while driving on
normal roads.
- If the red HDC indicator illuminates, HDC is overheatedor malfunctioning. If the indicator is on
even after thesystem has cooled down enough, have the nearestauthorized dealer or service
center check the system.
- It is normal to have strong vibrations and noise fromthe brake system when HDC is applied.
In case of a manual transmission vehicle, the gear shiftis in the forwarding “1” or “Reverse”
- position. If HDC isattempted in the “2” position, the engine may turn off.
 4892-01 07-11

1. ESP (Electronic Stability Program)

1) Overview
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.
Integrated functions in ESP system:
- HBA: Hydraulic Brake Assist System (Increases braking force)
- ARP: Active Rollover Protection System (Controls the engine output and braking force)
- HDC: Hill DescentControl System (Allows the vehicle to go down the steep hill slowly)

For example, when the brakes are applied during cornering at the speed of 100 km/h, the
ABS 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. This may cause a
problem in vehicle control system due to multi-operation of systems, thus there is a priority
as below:
TCS (ASR or ABD) ＞ ESP ＞ ABS (This is subject to the driving and vehicle conditions.)
07-12

2) Location of Components and Layout

Meter Cluster

1. ESP OFF indicator

2. ESP warning
lamp/indicator
3. ABS warning lamp
4. Parking brake warning
lamp
5. HDC indicator
* EBD warning lamp: 3 +
4

ABS/ESP HECU
ESP ABS

Sensor Cluster Brake Oil Pressure Sensor Brake Master Cylinder (ESP
(ESP only) (ESP only) only)
 4892-01 07-13

Steering Wheel Angle Sensor (ESP

only)

ESP OFF/HDC Switch (ESP only)

ESP OFF Switch HDC Switch

Brake Booster Assembly Front Wheel Speed Sensor Rear Wheel Speed Sensor
(4WD) (4WD)
07-14

3) Operation of ESP System

(1) Under steering

▶ What is understeering?
Understeer is a term for a condition in which 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 understeer. It is because that the vehicle can return back
to inside of cornering line when the steering wheel is steered toward the inside even when the
front wheels are 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.

▶ ESP controls during understeer

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 understeer
with the yaw rate sensor and lateral sensor. Then, the ESP system applies the braking force to 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 intended.
 4892-01 07-15

(2) Over steering

▶ What is oversteering?

Oversteer is a term of a condition in which the steering wheel is steered to a certain angle during
driving and the rear tires slip outward losing traction.
Compared to understeering vehicles, it is hard to control the vehicle during cornering and the
vehicle can spin due to rear wheel moment when the rear tires lose traction and the vehicle speed
increases.

▶ ESP controls during oversteer

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 oversteer with the
yaw rate sensor and lateral sensor. Then the ESP system applies the braking force to 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 intended.
07-16

(3) ESP Operation

The ESP (Electronic Stability Program) has been developed to help a driver avoid danger of losing
control of the vehicle stability due to understeer or oversteer during cornering. The yaw rate
sensor, lateral sensor and longitudinal sensor in the sensor cluster and the steering wheel angle
sensor under the steering column detect the vehicle conditions when the inner or outer wheels are
spinning during oversteer, understeer or cornering. The ESP ECU controls against oversteer or
understeer during cornering by controlling the vehicle stability using input values from these
sensors and applying the braking force to the corresponding wheels independently. The system
also controls the engine power right before the wheel spin synchronized to decelerate the vehicle
automatically in order to maintain the vehicle stable during cornering.
 4892-01 07-17

(4) ESP controls during understeer

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 understeer
with the yaw rate sensor and lateral sensor. Then, the ESP system applies the braking force to 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 intended.

Condition Understeer control Oversteer control

Only ESP in
operation
No braking by
driver

ESP
+
Normal braking
(no ABS
operation)

ESP
+
ABS brake

ESP + ASR
07-18

4) Input and Output Diagram of ESP unit

 4892-01 07-19

5) Hydraulic Diagram of ESP

When equipped with ABS, the braking force at each wheel will be controlled with 3-channel 4-
sensor method. And when 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/EBD 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 circuit by ESP operation range".
07-20

(1) ESP Hydraulic Unit in Idling and Bormal Braking Position

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.
 4892-01 07-21

(2) When applied ESP (decreased pressure)

The pressure decreases just before the wheel speed drops and the wheels. 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 .
07-22

(3) When applied ESP (maintained pressure)

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.
 4892-01 07-23

(4) When applied ESP (increased pressure)

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.
07-24

2. HBA (Hydraulic Brake Assist System)

1) Operation
The brake pressure value and the changed value of the pressure sensor are the conditions in
which the HBA 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 depress the brake pedal slowly, the pressure change is not high. In this case, only the
conventional brake system with booster is activated.
 4892-01 07-25

2) Purpose
HBA (Hydraulic Brake Assist) 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 HBA 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.
07-26

3) Hydraulic Diagram of HBA

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 are will stay closed. When
the wheel starts to lock, the HBA function cancels and switches to ABS operation
 4892-01 07-27

3. ARP (Active Roll-Over Protection)

1) Overview
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.
07-28

- 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 still available even when turning off the ESP system by ESP OFF switch.
However, if the ESP system is shut off due to a system failure, the ARP system is also not
available.
 4892-01 07-29

4. 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.

2) Components

HDC Switch

HDC Indicator Sensor Cluster

When this switch is pressed
once, HDC is ready for use.
The green HDC indicator on
the instrument cluster comes
on. When the button is
pressed again, HDC is
Green light on: HDC is ready The G sensor in sensor deactivated and the indicator
for use (by pressing the HDC cluster detects the gradient of goes off. When the HDC is
switch). the roads. When the HDC is operating on a steep
Green light blinking: HDC is ready by HDC switch, G downhill, When the HDC is
being applied. sensor sends the HDC operating on a steep
Red light on: the HDC system request signal to ESP HECU if downhill, the HDC indicator in
is overheated or the vehicle is driving on a meter cluster blinks with
malfunctioning. downhill with over 10% heavy operating sound.
gradient.

The G sensor in sensor cluster measures the actual gradient of roads. However, it may
recognize a sharp turn or rough road as a steep downhill with over 10% of gradient. Thus, it
may cause an operation of HDC system.
07-30

3) Operating Description
(1) HDC (Hill Descent Control) System Operating Conditions
HDC is operable only when the conditions below are met:
a. When HDC switch is turned ON
b. Gearshift lever position (Forward/Reverse)
Automatic transmission: operates in any position except for P (parking) or N (neutral) positions.
c. When not depressing the accelerator pedal or brake pedal.
d. The vehicle speed is above 7 km/h (in Automatic transmission/4H mode).

The vehicle conditions in Step (d) are subject to the vehicle driving conditions. Refer to below:
A. Speed available in HDC mode (slope)
- 2H/4H mode: vehicle speed below 50 km/h
(operation slope level: 10%, termination slope level: when it reaches 8%)
- 2H/4H mode: vehicle speed below 50 km/h
(operation slope level: 8%, termination slope level: when it reaches 5%)
B. 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)

e. Vehicle position control function in ESP and HBA function are not in 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.
f. The gradient of downhill should be over 10%.
- When the gradient of downhill exceeds 10%, the HDC operates until the vehicle speed reaches
speed 7 km/h.
- The HDC returns Ready status when depressing the accelerator pedal or brake pedal during its
operation. When releasing the pedal, the HDC resumes the operation. Therefore, the driver can
control the vehicle speed as desired.

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 depressing the accelerator pedal again, HDC starts its operation again. Therefore,
drivers can control the vehicle speed to a desired level by operating the accelerator pedal.

When the slope level exceeds 20% during the HDC operation
 4892-01 07-31

The percentage for gradient as below:

tanθ x 100 = Gradient (%)

1
ex) tan θ X 100 = X 100 = 10 (%)
100

* 1G = 9.8 m/s : acceleration

In other words, the gradient of 10% means that a road has 10 m of width and 1 m of
altitude from level ground.

(2) HDC (Hill Descent Control) System Non-Operation Conditions

The HDC stops its operation when any of conditions below occurs:
a. When HDC switch is turned OFF
b. Gearshift lever has passed neutral (N) position.
Vehicle with automatic transmission: Sensing at the selector lever unit
c. When the vehicle speed is out of the specified values. (Below 7 km/h )
d. When the ESP related functions, e.g. vehicle position control, HBA, ARP is activated during
HDC operation.
e. When the internal temperature of HDC system goes over 450°C, due 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 numbers and conditions of HDC.
f. When the slope level is below 10%

The red HDC warning lamp blinks when the internal temperature goes over 350°C. When it
reaches 450°C, the HDC warning lamp comes on. The HDC can be operated in the range
even where the HDC warning lamp blinks.
07-32

(3) Input/Output Signals for HDC Operation

Automatic transmission:
Selector lever

- RPM
- Engine torque
- Gas pedal module
(monitoring gas pedal depression)
When depressing accelerator
pedal during HDC operation, it is
When the HDC operates,
deactivated(regardless of the
HECU turns on the stop lamp
slope level).
by supplying 12V
power(separate relay).

When depressing brake pedal

during HDC operation,
- If the slope level is between 10%
and 20: HDC is deactivated.
- If the slope level exceeds 20%, HECU sends the signals
HDC function is still activated and regarding HDC Ready,
the brake pressure is added. Operating and other warning
conditions to the meter
cluster via CAN
communication line. The
meter cluster operates the
Longitudinal acceleration sensor green or red HDC indicator.
 4892-01 07-33

(4) 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.

Basically, the brake system's basic functions can work even when there are problems with
the HDC system.
As given in the table above, the HDC warning lamp comes on when:
- Initial ignition ON
- HDC system error occurs
- Brake system overheat
07-34

(5) Warnings for HDC Operation

HDC system is a supplemental system for brake system. The operating conditions should be
kept. The operating noise is much different from that from ABS/ESP system.

Make sure to remember the warning conditions below:

- The HDC system has been developed to enhance the driving safety on steep downhill.
Therefore, avoid using the HDC system on level roads.
- If the HDC system is used frequently, the internal components of ESP HECU and related
parts could be damaged.
- Place the HDC switch at OFF position while the vehicle is driving on level; roads. As
mentioned earlier, the HDC system is operable even when the vehicle is driving on level
roads. This could cause the driver to lose control of the vehicle resulting in an accident.
- The heavy noise from HECU and brake system during HDC operation is normal operating
conditions and is not hazardous.
 4892-01 07-35

5. CIRCUIT DIAGRAM
▶ Wheel speed sensor, Stop lamp switch, Self-diagnosis connector, Warning lamps
(ABS/ESP)
07-36

▶ Brake pressure sensor, Steering wheel angle sensor, Sensor cluster,

ESP OFF switch
 4610-00 08-3

1. SPECIFICATIONS
Description
항 목 Specification
사 양
Type
형식 4-spoke
4 스포크type
타입
Steering
스티어링 wheel
휠
Outer외경
diameter
(mm)(mm) 390
390
Type
형식 Rack랙and
및 pinion
피니언type
Steering gear box Inner 38.2°
Steering angle
스티어링 기어 박스
Outer 34.1°
Type Vane type
Maximum pressure (kgf/cm2) 90 ± 3
Oil pump
Pulley size (mm) ø115
Operating temperature -40℃ ~ 150℃
Up 4°
Tilting angle
Down 8°
Minimum turning (m) 5.7
radius
Type PSF-3
Steering oil Capacity (L) 1.1
Service interval Daily check and add if necessary.
Type Double cardan CV joint type
Angle (°) 62 ~ 68°
Lower shaft CV joint (upper)
Components Hook joint (lower)
Elastic sleeve
08-4

2. TIGHTENING TORQUE
Description Nm
Steering column Steering column mounting bolt (upper) 19.6 ~ 24.5
shaft
Steering column mounting bolt (lower) 17.6 ~ 24.5
Steering wheel and steering column shaft 39.2 ~ 59.8
lock nut
Steering column and lower shaft connection 24.5 ~ 29.4
bolt.
Power steering Steering gear box and gear box cross 98.0 ~ 127.4
gear box member mounting bolt
Steering gear box and lower shaft 24.5 ~ 29.4
connection bolt
Steering gear box and lower shaft 34.3 ~ 44.1
connection nut
Tie rod end lock nut 63.7 ~ 78.4
Steering gear box and pressure hose 11.8 ~ 17.6
connection nut
Steering gear box and return line 11.8 ~ 17.6
connection nut
Power steering Eye bolt for oil supply pipe to power 19.6 ~ 22.5
pump steering pump
Power steering pump bolt 39.2 ~ 49.0
Power steering Return line and clip connection bolt 8.8 ~ 13.7
line
 4610-00 08-5

3. SPECIAL SERVICE TOOLS

Part Number & Name Description
661 589 00 33 00 Removing the steering wheel
(L 99 46 001 0A)
Steering wheel puller

661 589 13 33 00 Removing the upper and lower end from front
(W 99 44 002 0A) suspension
Ball joint puller
08-6

4. TROUBLESHOOTING
Problem Possible Cause Action
Movements of steering Unregular wear or binding of steering ball Lubricate or replace
feels heavy joint due to lack of lubrication or foreign
material insertion
Damaged or defective steering gear Replace the steering
gear assembly
Incorrect steering pinion preload Adjust
Defective steering shaft join Replace
leakage of steering fluid Repair or replace

Insuffcient steering fluid or air insertion Fill up fluid or bleed air

Defective steering oil pump Replace
Damaged or loosened pump drive belt Adjust or replace
Clogging of fluid line Repair or replace
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace
Steering wheel pulls to Damaged steering linkage Replace
one side
Damaged wheel or tire Repair or replace
Defective brake system Repair or replace
Defective suspension Repair or replace
Excessive free play of Worn steering gear Replace the steering
steering wheel gear assembly
Worn or damaged steering ball joint Replace
Looseness of steering gear box Retighten
Poor returning of Broken or binding of steering ball joint Replace
steering wheel
Improper correct steering pinion preload Replace the steering
gear assembly
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace
 4610-00 08-7

Problem Possible Cause Action

Excessive vibration of Broken steering linkage Replace
steering wheel
Looseness of steering gear box Retighten
(shimming)
Broken or binding of steering ball joint Replace
Worn or damaged front wheel bearing Replace
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace
Abnormal noise from Looseness of steering gear box Retighten
steering system
Defective steering gear Replace the gear
assembly
Interference between steering column and Repair
parts
Looseness of steering linkage Retighten
Loosened or damaged oil pump drive belt Repair or replace
Looseness of oil pump bracket Retighten
Looseness of oil pump Retighten
Air insertion into system Bleed air
Defective oil pump Replace
Abnormal noise when Looseness of steering column Retighten
turning steering wheel
Worn or damaged steering shaft bearing Replace the steering
column
Looseness of intermediate shaft Retighten
Too heavy steering Worn or damaged steering shaft bearing Replace the steering
wheel column
Ignition key cannot be Defective lock cylinder Replace the steering
inserted into key cylinder column
Defective ignition switch Replace the ignition
switch
08-8

5. INSPECTION AND MAINTENANCE

▶ Gear Preload Check

Preload is the term used in mechanical engineering to describe the load applied to a fastener
merely as a result of being fastened (and before any external loads are applied)

A. Place the wheels at straight ahead

B. direction.
Lift up the vehicle with a lift.
C. Unscrew the adjusting plug lock nut.
D. Measure the torque of the adjusting plug.

E. If the torque is excessive or too low, adjust

to the specified torque.
- Place the rack gear to the center position.
- Tighten the adjusting plug to 10.2 Nm.
- Turn the pinion gear so that the rack gear
is turned to lock to lock 5 times.
- Unscrew the adjusting plug.
- Tighten the adjusting plug to 4.6 to 5.6 Nm.
- Unscrew the adjusting plug to 67.5°.

Adjusting plug
Adjusting plug
Lock nut Rack support spring Lock nut

Bushing

Yoke plug
Rack support yoke
 4610-00 08-9

▶ Free Play Check

A. Start the engine and place the wheels at

straight ahead direction.
B. Turn the steering wheel until the tires starts
to move and measure the distance on the
circumference of the steering wheel.

Free play 30mm

If the free play is out of the specified value,

check the free play in steering column shaft
connection and steering linkage. Replace
or repair if necessary.
▶ Steering Effort Check

A. Park the vehicle on a paved and flat

ground and place the front wheels at
straight ahead direction.
B. Start the engine and let it run around 1,000
rpm.
C. Install the spring scale on the
circumference of the steering wheel and
measure the steering effort in both
directions.
Steering effort in below 3.0 kg
standstill

The difference between both sides should

be within 0.6 kg.
▶ Steering Angle Check

A. Place the front wheel on a turning radius

measuring tool.
B. Turn the steering wheel to the its both
ends and measure the maximum steering
angle.

Steering Inner 38.2°

angle Outer 34.1°

If the steering angle is out of the specified

value, check and adjust the toe-in.
08-10

▶ Oil Level Check

Check the fluid level on a level ground with

the engine turned off. The fluid level should
be between the MIN and MAX marks on the
reservoir cap gauge.

A. Place the vehicle on a level ground and

start the engine and let it run at idle speed.
B. Turn the steering wheel several times so
that the oil temperature reaches to normal
operating level (75~85˚C).
A. HOT MAX C. Place the steering wheel at straight ahead
B. COLD MAX direction.
C. HOT MIN D. Check the oil level in the power steering oil
D. COLD MIN reservoir. Adjust the oil level between MAX
and MIN.

below 5 mm
If the difference between two
measurements is below 5 mm and the level
is between MAX and MIN level, it's normal.
If it is over 5 mm, bleed air from the
system.

Engine running Engine idling

▶ Oil Change A. Open the power fluid reservoir cap and

drain the fluid completely with oil suction
device. To make it easy, turn the steering
wheel to its both ends several times.
B. Fill up the specified fluid into fluid
reservoir and bleed air from the steering
system.

Oil type PSF-3

approx. 1.1ℓ
Capacity
(including reservoir)
 4610-00 08-11

▶ Air Bleeding

The air bleeding should be done after

servicing the power steering system and
when the difference between two
measurements (cooled and normal
temperature) is prominent.
A. Lift up the vehicle very carefully.
B. Turn the steering wheel to its both ends
several times and add the oil up to MAX
line in the steering oil reservoir.
C. Periodically crank the starting motor and
turn the steering wheel to its both ends
without any interruption.
D. Check the oil level again. If the oil level is
fluctuated, repeat the procedures from
step 3 to step 5.
A. HOT MAX E. Start the engine.
B. COLD MAX F. Turn the steering wheel to its both ends
C. HOT MIN until any bubble can be found in the
D. COLD MIN steering oil reservoir.
G. Perform the test drive and check the
steering wheel for normal operation and
noise.
Normal Abnormal H. If the oil level abruptly goes up, bleed the
air from the system again.

- If the air bleeding is not properly

performed, the life span of the power
steering pump may be shortened.
08-12

▶ Oil Pump Pressure Check

Check the oil pump pressure to locate any

defect in oil pump.

Before checking the pressure, check the

oil level and belt tension. Prepare the
empty container to collect the spilled oil
during the service.

A. Unscrew the pressure line fitting in power

steering pump.
B. Install the pressure gauge between the
power steering pump and the power
steering oil pressure line.
C. Place the shift lever to neutral position.
D. Apply the parking brake.
Open the valve in pressure gauge. Start
Steering gear box return pipe the engine and let it run at idle speed.
E. Turn the steering wheel several times so
that the oil temperature reaches to normal
operating level.

F. Fully close the valve in pressure gauge

and measure the oil pressure.

- To prevent internal damage, do not close

the gauge valve over 10 seconds.
- Keep the oil temperature at proper range.

Relief pressure 90 ± 3 bar

 4610-00 08-13

G. Measure the oil pressure with the gauge

valve fully open.

Pressure at no load 3 ~ 5bar

H. If the pump pressure is in specified range,

the pump is normal. If not, replace the
power steering pump

I. Turn the steering wheel righ or left until it

stops with the engine idling ans valve fully
open.

Oil pressure 78 ~ 83Bar

08-14

1. SYSTEM DESCRIPTION
The power steering has been designed to make the wheel move more easily than in a manual
steering system. The hydraulic power assists the process utilizing hydraulic fluid. The fluid
increases pressure in the power steering pump and aids the movement of the steering
mechanism. 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 valve
in the rack and the 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.
 4610-00 08-15

2. SYSTEM LAYOUT
The steering pump is driven by the engine power through a belt. This pump circulates the power
steering oil from the reservoir -> steering pump -> oil supply pipe -> steering gear box -> oil
return pipe -> reservoir to perform steering operations

Return hose & tube

Lower shaft

Column & shaft Power steering

pump & tank

High pressure hose

Steering wheel

Linkage gear box

Steering pump Steering return pipe Steering cylinder

Return line

High pressure line

08-16

▶ Oil Flows during Right Turn

Oil reservoir

To piston pipe
in
From piston pipe

Steering pump

Piston pipe Piston

 4620-01 12-3

1. SPECIFICATIONS
1) Specifications
Description Specification
Voltage Rating DC 12V
Current Rating 1.0A
Resistance 6.7 ± 1Ω
12-4

1. OVERVIEW
The speed-sensitive power-assisted steering system can automatically adjust the boosts
according to the speed changes, automatically induct the high-speed or low-speed status, and
relatively adjust the reasonable steering boosts, enhance the operation precision, reduce the
driving pressure of drivers. No matter for steering, parking or reversing, it becomes much easier.
The adjustable safety steering column attached possesses the functions of electrically adjusting
height and transverse position, has brought much more abundant and comfortable spaces for
legs, and has provided the great convenience to get in or out the car.
The Speed Sensitive Power Steering (SSPS) unit controls the SSPS solenoid vale in steering gear
box to get proper power steering force.
 4620-01 12-5

2. COMPONENTS
SSPS Warning Lamp

Location of Power Steering Location of SSPS Solenoid Location of SSPS Control Uni
Pump Valve

Power Steering Pump SSPS Solenoid Valve SSPS Control Unit

12-6

▶ Steering Gear Box

SSPS Solenoid Valve 1. Tie rod end

2. Tie rod
3. Bellows
4. SSPS solenoid valve
5. Valve assembly
6. Feed tube
7. Mounting bracket
8. Cylinder tube
9. Rack housing
10.Adjusting plug
 4620-01 12-7

3. OPERATING PROCESS
1) Input/Output of ECPS Control Unit

IG Power Solenoid Valve

SSPS

Ground Meter cluster

Control (SSPS warning lamp)
Unit
Meter Cluster
Trouble Diagnosis
(Vehicle Speed)

2) ECPS Configuration
12-8

▶Components
1. PCV (Pressure Control Valve)
This valve controls the hydraulic pressure supplied to reaction device by moving the spool
valve according to the changes of solenoid valve.
2. Reaction device
This device increases the steerability effect by binding the input shaft with supplied hydraulic
pressure from PCV.
3. Solenoid valve
This valve determines the valve spool position in PCV with the electric current supplied from
ECPS control unit.

3) Operation of Solenoid Valve

SSPS control unit controls the current to solenoid valve according to the vehicle speed. Based on
this current, the solenoid valve changes the position of valve spool to control the hydraulic
pressure to the reaction plunger. Accordingly, the SSPS system can get the desired steering force
according to the vehicle speed.

▶During parking and low speed driving

1. SSPS control unit outputs nearly maximum electrical current.

2. The solenoid rod pushes PCV spool to right side.
3. The hydraulic pressure coming from pump is not supplied to the reaction device as the spool
orifice is cut off.
4. The hydraulic pressure is cut off and the manipulation of steering wheel becomes lighter.
 4620-01 12-9

▶ In medium and high speed driving

1. The shaft operation force of solenoid rod is reduced due to the reduction of output current
from SSPS control unit.
2. The coil spring pulls the PCV spool toward solenoid valve to open it.
3. The hydraulic pressure from pump flows to pinion reaction area through orifice and applies
reaction force to reaction plunger.
4. At this time, the reaction plunger transmits the reaction force to V-groove in input shaft to
provide heavy steerability.
12-10

4) System Control
ECPS system, according to the vehicle
speed, enables to achieve proper steering
characteristics by controlling hydraulic
pressure to reaction plunger located in input
shaft of power steering gear box. In other
words, ECPS control unit enhances the
parking conveniences by controlling duty type
current control. It provides heavy steerability
with low current as the vehicle speed
increases. And, it provides light steerability
with high current as the vehicle speed
decreases.

▶During parking and low speed driving

During parking and driving in low speed, the control unit supplies approx. 1 A of electric current to
solenoid valve. Then, the spool located in PCV compresses the upper spring and elevates upward
and, the working pressure from oil pump (A port) is not able to flow to the reaction plunger (C
port). As a result, the pressing force from reaction plunger disappears and the steerability
enhances.
 4620-01 12-11

▶During high speed driving

During high speed driving, the control unit supplies weak electric current to solenoid valve. Then,
the spool located PCV moves from top to bottom, and the working pressure (A port) from oil
pump is applied to reaction plunger (C port ) through B port. As a result, the pressing force from
reaction plunger against input shaft is increased and the steerability becomes heavier.
12-12

4. CIRCUIT DIAGRAM
 4190-00 11-3

1. SPECIFICATIONS
1) Wheel Module
Description Specification Remark

Pressure measuring range 0~6.375bar 1 bar = approx. 14.5 psi

(0~92.43psi)
Pressure measuring tolerance ±5% ( -40℃ ~ -10℃ )
±2% ( -10℃ ~ 70℃ )
±5% ( 70℃ ~ 100℃ )
Temperature measuring range -50℃ ~ 205℃

Temperature measuring ±5% ( -40℃ ~ -10℃ )

tolerance ±2% ( -10℃ ~ 70℃ )
±5% ( 70℃ ~ 100℃ )
Transmit frequency 433.92 MHz

Battery life Lithium battery (approx. 3.0~3.2V) Subject to operating

160,000 km or 10 years conditions
Tire pressure 32psi
11-4

2. SPECIAL SERVICE TOOLS

The tightening torque for wheel module is 1.4 Nm.
To tighten the bolts for wheel module without any damage, you must use the special service tool
as below.

Torque wrench (0.1~5.0 Nm)

Torx socket T-10

Tire valve remover/installer

How To Use
Torque Wrench Removing/Installing Valve Insert

Removing/Installing Valve Body

 4190-00 11-5

3. CAUTIONS

- The tire pressure cannot be displayed on the meter cluster immediately after starting the
engine. TPMS start to recognize the tire pressures in 10 minutes of continuous driving (over
20 km/h) after starting the engine.If the system is not ready yet, LCD display shows “--”.

Initial Engine Start Tire Pressure Indicated

Front Tire Pressures Front Tire Pressures

Rear Tire Pressures Rear Tire Pressures

- If the vehicle is moving around electric power supply cable or radio transmitter which can
interferewith normal operation of TPMS, the TPMS may not work properly.
- After replacing the low pressure tirewith the spare tire without TPMS, the TPMSmalfunction
indicator will illuminate afterrestarting and about 20 minutes ofcontinuous driving because the
spare tire without TPMS does not have a sensor. In this case, LCD display shows “--”
instead of tire pressure.

Front Tire Pressures Rear Tire Pressures

11-6

- Use only the TPMS wheel approved by SYMC for replacement. Even though the replacement
wheel has same size with factory installed wheel, TPMA may not be usable due to
interference on rim.

External View for Wheel Module Internal View for Wheel Module

- Do not use any tire sealant if the vehicle is equipped with a TPMS. The liquid sealant can
damagethe tire pressure sensors.
11-8

1. OVERVIEW
As an additional safety feature, this vehicle has been equipped with a tire pressure monitoring
system (TPMS) that illuminates an abnormal tire pressure telltale when one or more of tires are
significantly under-inflated or over-inflated.Driving on a significantly under-inflatedtire causes the
tire to overheat and canlead to tire failure. Under-inflation alsoreduces fuel efficiency and tire
treadlife, and may affect the vehicle’s handlingand stopping ability.
The wheel module is located under valve body in each tire and periodically sends the data to
TPMS ECU with radio frequency. TPMS ECU converts the signals and sends them to the meter
cluster through CAN line so that the driver can recognize the tire conditions. TPMS ECU can
identify the positions of wheel module in each tire.

2. SYSTEM LAYOUT
Meter Cluster

Tire Pressure Display

Front Tire Pressures Rear Tire Pressures

Warning Lamp/Indicator
TPMS Warning Tire Pressure Tire Pressure
Lamp Warning Lamp Indicator
 4190-00 11-9

Location of Wheel Module

Wheel Module Sensor Wheel Module Assembly

Location of TPMS ECU

TPMS ECU
11-10

3. BLOCK DIAGRAM
 4190-00 11-11

4. WARNING LAMP AND INDICATOR

Meter Cluster
TPMS Warning Lamp - This warning lamp comes on when the ignition switch is turned
to “ON” and should go off in 4 seconds.
- This warning lamp comes on and stays on when there is a
problem with the TPMS.
- For details, refer to “5. WARNING”.

Tire Pressure Warning Lamp - This warning lamp comes on when the ignition switch is turned
(Global Warning) to “ON” and should go off in 4 seconds.
- This warning lamp blinks (0.4s ON/OFF) for 70 seconds and
then stays on when one or more tires is significantly under-
inflated or flat tire.
- For details, refer to “5. WARNING”.

Tire Pressure Indicator - This warning lamp comes on when the ignition switch is turned
to “ON” and should go off in 4 seconds.
- This indicator illuminates in green when the ignition switch is
turned to “ON” and should go off in 15 seconds.
- If a specific tire indicator illuminates in yellow or blinks, the tire
inflation pressure may be abnormal or the tire inflation pressure
sensor is defective.
- For details, refer to “5. WARNING”.
TPMS Mode Initialized When pressing the trip switch for more than one second in
ODO mode, LCD display shows the tire pressure for front
wheels.
To see the tire pressure for rear wheels, briefly press the trip
switch again.
* For details, refer to “6. TIRE PRESSURE DISPLAY”.
11-12

5. WARNING
▶ TPMS Warning Lamp and Tire Pressure Warning (Global Warning)

Warning ON Conditions
Failure
Warning Lamp
- Yellow - Yellow
- Comes on immediately - Blinks (0.4s ON/OFF)
for 70 seconds and the
stays on
- Error in TPMS system

- Yellow - Yellow
- Comes on immediately - Affected tire symbol

- Defective wheel module

- Yellow - Yellow
- Blinks (0.4s ON/OFF) - Affected tire symbol
for 70 seconds and the
- Error in TPMS system
stays on
- Low tire pressure
- Flat Tire

There could be the condition that turns on two warning lamps at a time. In this case, follow the
priority as below:
 4190-00 11-13

▶ Tire Pressure Indicator

Tire Pressure Indicator (Changed from ODO mode to Tire pressure display mode)

In ODO mode, the symbol for abnormal tire In tire pressure display mode, the symbol for
comes on in yellow. abnormal tire comes on in yellow and the other
symbols come on in green.

Tire Pressure Condition LED color/ON condition/Indication

Normal - Specified tire pressure: 32 psi - Comes on in

- 10 minutes of continuous driving (over green (10~15
20 km/h) s) and then
* The tire pressure should be measured goes off
at 18°C in CVW.
High pressure - The tire pressure exceeds 48 psi - Yellow
- Blinks (0.2 s
ON/OFF)

Imbalance - Too high pressure imbalance in tires - Yellow

- Imbalance: over 4 psi - Blinks (1.0 s
ON/OFF)

Insufficient - Too low tire pressure - Yellow

pressure, - Blinks (0.4 s
Low pressure, ON/OFF) for
Punctured tire 70 seconds
Insufficient Maintained 24~26 psi for and then
more than 10 minutes stays on
Low Below 24 psi - Yellow
- Comes on
Punctured Changes 3 psi a minute
while the vehicle is moving immediately
11-14

▶ Low Tire Pressure

B
A, C B (Blinks (0.4 s ON/OFF) for 70
seconds and then stays on)

P1→P2 range Slowly decreasing pressure from specified pressure

P2→P3 range Meets the warning lamp ON condition 1
P3 Warning lamp ON
P4 Warning lamp OFF (Hysteresis range)

* Condition 1: continuous driving for 10 minutes (tire pressure: 24~26 psi (low), vehicle speed:
20 km/h or higher)
 4190-00 11-15

6. TIRE PRESSURE DISPLAY

A. LCD display
B. Trip switch
11-16

7. TIRE PRESSURE INDICATION PROCEDURE

The TPMS ECU receives the tire pressure value from the wheel module with radio frequency at
every 30 seconds and sends the signal to meter cluster via CAN line to show it to driver.

To reduce the battery current consumption, in normal driving conditions, each wheel module
sends the tire pressure and temperature with its own ID (Identification) to TPMS ECU at every
30 seconds.
However, in emergency situation (e.g., pressure drop of 1 psi a second), it sends the data to
TPMS ECU at every one second. In this case, the batter current consumption increases
dramatically. Have the system check immediately.

▶ Tire Pressure Indication Procedure (Simultaneously processed)

Wheel module check TPMS ECU identifies ID for each wheel module with the
(Auto Learning) signal (2 times a minute) from wheel module.

Wheel module location check

TPMS ECU identifies the location of each wheel module.
(Auto Location)
 4190-00 11-17

8. TIRE INFLATION PROCEDURE

1) Overview
A tire equipped with wheel module should be inflated in a unique method other than conventional
one. As the tire pressure on tire pressure gauge and could be different from the value displayed
on meter cluster, the tire pressure should be checked and adjusted after specific period
(transmitting time for wheel module). In addition, the displayed value could be changed after
driving even if it was set to the specified value.

2) Tire Inflation Procedure

A. Park the vehicle on a level ground and let everyone get off the vehicle.

- If there is another vehicle equipped with the TPMS, keep the distance from this vehicle at
least 5 m to prevent interference of wheel module transmitting.
- Unload the cargo if not necessary.
- Even though you adjusted the tire pressure, the changed value cannot be displayed on
the meter cluster immediately because the wheel module sends the data with a specific
interval. And, if there are interfering conditions for radio frequency such as other vehicles
equipped with TPMS around the vehicle and severe weather changes, the indication
needs few minutes to be displayed.

Carefully explain the TPMS system and its usage to customers. The tire pressure can be
changed frequently due to driving conditions, passengers, internal temperature changes and
loads.
11-18

B. Tire Inflation and Inspection for Tire Pressure

- Inflate the air into the tire according to the specified procedure.

Tire Inflation Procedure

Inflate the air into tire (32 psi)

Drive the vehicle for more than 10

minutes (over 20 km/h)

Normal Abnormal
Check if TPMS
warning lamp or
Global warning lamp
comes on. If there is
no indication, and
adjust the tire pressure
to the specified value.

Check the tire pressure on meter cluster

Front tire pressure Rear tire pressure

Normal tire pressure

Completed
 4190-00 11-19

Caution When Inflating

- If the tire pressure is 10 psi lower than

the specified value, remove the valve
insert from the wheel module valve
body and replace it with new one.
Then, inflate the air into the tire.
 4170-34 09-3

1. SPECIFICATIONS
Description Specification
Tire EU,GEN : EU,GEN : 235/75R/16, 255/70R/16, 255/60R18,
구분 16inch/18inch 제원
255/60R18(BR)
TireTire inflation pressure
EU,GEN : EU,GEN : 235/75R/16,32psi
255/70R/16, 255/60R18,
16inch/18inch 255/60R18(BR)
Wheel EU,GEN : EU,GEN : 7.0J * 16 , 7.5J * 18(TYPE A) ,
타이어 공기압 16inch/18inch 32psi
7.5J * 18(DIAMOND CUT)
Spare tire 16inch 175/90R/16

Balance weight 18inch Inner: Adherence type

Outer: Adherence type
Tightening torque of wheel bolt 127.4~156.8 Nm

2. WHHEL DESIGNS
18 inch: 255/60R 18 18 inch: 255/60R 18 18 inch: 255/60R 18

Type-A Sputtering Diamond cut

09-4

3. 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 Replace
Tire squeal, Too low tire pressure Adjust
vibration
Unbalanced wheel or tire Adjust
Heavy vibration of wheel or tire Replace
Uneven tire wear Check and adjust
Premature tire wear Too high tire pressure Adjust
Fast driving with low pressure tire Adjust
Overload Adjust
 4170-34 09-5

4. 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
09-6

Symptom Possible Cause

Blade type wear from outer side
toward inner side of the tread

Excessive toe-in,
Inside Deflection of knuckle arm,
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,
Inside Deflection of knuckle arm,
Outside Difference in tie rod length
between left and right sides

Corrugation wear of tread

Poor wheel balance,

Inside Loose wheel bearing,
poor wheel alignment
Outside
 4170-34 09-7

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 1.6mm

- 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.
09-8

3. Tire inflation pressure

- Tire inflation pressure

Specified value 32psi

- 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
Tread width Tread width Tread width inflation pressures will increase tire wear
and will 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 2.66mm

- Measure free radial runout on the tire

tread.

Specified value 2.03mm

- If any measurement exceeds the above

specifications, replace the applicable
tires or wheels
 4170-34 09-9

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.
Regular Tire
6. Change tire location
To avoid uneven wear of tires and to
prolong tire life, inspect and rotate your
tires every 5,000 km.

Regular Tire
Mixing tires could cause the driver to lose
control while driving. Be sure to use the
same size and type tires of the same
manufacturer on all wheels. Otherwise, the
rack stroke (maximum transverse
distance) of the steering gear could be
changed.
09-10

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.
 4170-34 09-11

▶ Location of Components

Spare Tire

Tools Warning Triangle

Jack Wheel wrench

Jack connection
09-12

▶ 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.

Belt
The belt is made by steel wire. This reduces the impact from the road and provides the wide
tread.
 4170-34 09-13

▶ Tire Unit Indication

Aspect ratio (%)

= Nominal section height (H) / Nominal section
width (W)
X 100

▶ Tire Inflation Pressure (32 psi)

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 contact area between the
ground and tire faces the the ground and tire is not ground and tire is excessive,
tread layer completely. Thus enough, so the tire is worn so a lot of heat is generated
the driving force and the out unevenly and the tire is and the tire is worn out
braking force are optimized, vulnerability to outside unevenly and abnormally.
and the tire is worn out evenly influence.
resulting in increased life.
09-14

2. ABNORMAL TIRE SYMPTOM

▶ Standing Wave

Specified tire inflation pressure 32psi

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.

▶ Tire Pressure vs. Tire Life

 4170-34 09-15

▶ Hydro Planing

Vehicle speed ≤ 60 km/h Vehicle speed = 80 km/h Vehicle speed ≥ 100 km/h
No Hydro planning Partial Hydro planning Full 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.
09-16

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, 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
Center is called "Static 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 static
[Figure 1]
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 opposite direction
(a) (b) to the torque Fxa to offset in order to ensure
smooth rotation of the wheel.
[Figure 2]
 4170-34 09-17

4. WHEEL ALIGNMENT
Wheel alignment consists of adjusting the angles of the wheels so that they are parallel to each
other and perpendicular to the ground, thus maximizing tire life and ensures straight and true
tracking along a straight and level road.

▶Toe-in
In automotive engineering, toe, also known as
tracking, is the symmetric angle that each
wheel makes with the longitudinal axis of the
vehicle, as a function of static geometry, and
kinematic and compliant effects. This can be
contrasted with steer, which is the anti-
symmetric angle, i.e. both wheels point to the
left or right, in parallel (roughly). Positive toe, or
toe in, is the front of the wheel pointing in
towards the center line of the vehicle. Negative
toe, or toe out, is the front of the wheel
pointing away from the center line of the
vehicle. Toe can be measured in linear units, at
the front of the tire, or as an angular deflection.

▶Camber
Camber is the angle made by the wheels of a
vehicle; specifically, it is the angle between the
vertical axis of the wheels used for steering
and the vertical axis of the vehicle when
viewed from the front or rear. It is used in the
design of steering and suspension. If the top
of the wheel is farther out than the bottom (that
is, away from the axle), it is called positive
camber; if the bottom of the wheel is farther
out than the top, it is called negative camber.

Camber angle alters the handling qualities of a particular suspension design; in particular, negative
camber improves grip when cornering. This is because it places the tire at a better angle to the
road, transmitting the forces through the vertical plane of the tire rather than through a shear force
across it. Another reason for negative camber is that a rubber tire tends to roll on itself while
cornering. Negative camber can also be caused by excessive weight on the front wheels. This is
commonly seen on modified cars with larger engines than standard; the weight of the modified
engine can make the wheels negatively camber. The inside edge of the contact patch would begin
to lift off of the ground if the tire had zero camber, reducing the area of the contact patch. This
effect is compensated for by applying negative camber, maximizing the contact patch area. Note
that this is only true for the outside tire during the turn; the inside tire would benefit most from
positive camber.
09-18

▶Caster
Caster is the angle to which the steering pivot
axis is tilted forward or rearward from vertical,
as viewed from the side. If the pivot axis is
tilted backward (that is, the top pivot is
positioned farther rearward than the bottom
pivot), then the caster is positive; if it's tilted
forward, then the caster is negative.
Positive caster tends to straighten the wheel
when the vehicle is traveling forward, and
thus is used to enhance straight-line stability.
The mechanism that causes this tendency is
clearly illustrated by the castering front wheels
of a vehicle. The steering axis of a vehicle
wheel is set forward of where the wheel
contacts the ground. As the vehicle is driving
forward, the steering axis pulls the wheel
along, and since the wheel drags along the
ground, it falls directly in line behind the
steering axis. The force that causes the wheel
to follow the steering axis is proportional to
the distance between the steering axis and
the wheel-to-ground contact patch-the
greater the distance, the greater the force.
This distance is referred to as "trail."
 4170-34 09-19

5. FUNCTIONS OF TIRE
▶ Supporting the Vehicle Weight

▶ Transferring the Driving Force & Braking Force to Road

Even friction coefficient road Uneven friction coefficient road

Driving Force

Braking Force

▶ Absorbing the Impact from Road

 6822-11 01-3

1. SPECIFICATIONS
Description FATC
Rated voltage DC 12V
Operating voltage DC 9~16V
Current consumption 2A
Operating temperature -30~75℃

Air conditioner Output current from air mix door motor 0.4A
control panel Output current from high relay 0.5
Base current for power transistor 1A
Output current from air source motor 0.55A
Output current from mode motor 0.55A
Dark current Below 2 mA Below 1.1 mA
Pulley diameter 120mm
Maximum speed 8000RPM
Compressor Rated voltage DC 12V
Current consumption 2.2A
Compressor oil PAG RL 897 150cc
구분 Type FATCMFC(6-PASS)
MANUAL
Condenser
컨덴서 크기
Size 636wX455hX16t
Capacity 250cc
Receiver drier Desiccant XH-9(35cc)
Pressure switch Refrigerant pressure sensor
Heating capacity Min 4600 kcar/hr (5.5㎥/Min)

Heater & A/C unit Cooling capacity Min 4700 kcar/hr (7.5㎥/Min)
Expansion valve Block type
Current consumption 180W
Type R134a
Refrigerant
Capacity 720±30g
01-4

Description FATC
Heating type Air heating type
PTC Material BaTiO3
Weight 500g
01-6

1. SYSTEM LAYOUT (EXTERNAL)

Expansion Valve

Controls the refrigerant volume and

sends it to evaporator.

PWM Electric Fan

Cools the radiator and condenser

down.

Condenser

Installed on the front of vehicle and

converts the gaseous refrigerant to
liquid refrigerant by condensing it.
 6822-11 01-7

A/C Hose &Pipe Lines

A/C Compressor

Receiver drier & Refrigerant Pressure

Sensor

Absorbs the moisture from the

refrigerant and accumulates it for
supplying.

AQS Sensor/Ambient Temperature

Sensor

Measures the air contamination value

and ambient temperature and sends
the data to FATC controller.
01-8

2. SYSTEM LAYOUT (INTERNAL)

Sun Sensor Heater & A/C Module

A/C Control
Automatic Control

Mode Door Actuator Air Mix Actuator

 6822-11 01-9

ECU Duct Temperature Sensor PTC

Air Source Actuator

Power Transistor

Thermo Amplifier A/C Filter Blower Motor

01-10

3. VENTILATION SYSTEM
1) Location

2) Duct Layout
 6822-11 01-11

4. BLOCK DIAGRAM
Below diagram shows the input/output mapping between the components of FATC A/C and A/C
controller briefly.

▶ A/C Compressor OFF Conditions

- Coolant temperature: 20℃ or lower
- Coolant temperature: 115℃ or higher
- For approx. 4 seconds after starting the engine
- Engine speed: 650 rpm or lower
- Engine speed: 4,500 rpm or higher
01-12

5. A/C COOLING CYCLE

1) Basic Operating Principle

(1) System flow

- "Compression -> Condensation -> Expansion -> Evaporation"

(2) Functions
▶ Compressor
Condition: Gas
Function: Circulates the refrigerant and increases the pressure and temperature for easier evaporation.

▶ Condenser
Condition: Gas/Liquid
Function: Cools and condenses the refrigerant by using ambient air to liquefy it under high
pressure.

▶ Receiver drier
Condition: Gas/Liquid
Function: Keeps the refrigerant free from moisture by separating/collecting the moisture from it.

▶ Expansion valve
Condition: Liquid/Liquefied gas
Function: Performs adiabatic expansion and flow control for easier evaporation.
 6822-11 01-13

▶ Evaporator
Condition: Liquefied gas/Gas
Function: Cools the air by absorbing the heat from the air around the evaporator.

(3) Description for Each Cycle

▶ Compression
- The evaporated refrigerant in the evaporator enters to the compressor. And the refrigerant gas
is compressed until it can be liquefied at ambient temperature.
- Thus, the low refrigerant pressure is maintained so that the liquid refrigerant can be evaporated
actively at low temperature (around 0℃).
▶ Condensation
- The high pressure and high temperature gas (refrigerant) from the compressor is cooled down
by the fresh air entered into the condenser. Then, this gas is converted to liquid and collected
in the receiver drier.
- The heat generated from the high pressure refrigerant is dissipated to the ambient air, and it is
called "heat of condensation".
The heat of condensation is the summation of the heat of vaporization (heat that the refrigerant
absorbs from the inside of the vehicle) and the calorific value converted from the amount of
work which is needed to compress.
▶ Expansion
- The liquid refrigerant lowers the pressure making its evaporation easily accomplished.
- This process (lowering the pressure to the level at which evaporation easily takes place before
the liquid refrigerant is sent to the evaporator) is called
"Adiabatic Expansion".
- During adiabatic expansion, the expansion valve lowers the pressure of the refrigerant and
determines the correct amount of refrigerant going into the air conditioning evaporator.
- That is, the amount of heat, which is needed to stop the evaporation, is determined according
to the cooling load.
- The expansion valve detects this and regulates the amount of the refrigerant exactly.
▶ Evaporator
- The refrigerant is converted from liquid to gas in the evaporator.
(The refrigerant in the form of fog in the evaporator is vaporized actively)
- At this time the refrigerant, in the form of liquid, absorbs the heat in the air which is need for
evaporation (latent heat) and is cooled down. Then the blower blows the cooled air inside the
vehicle to lower the temperature.
- There are liquid refrigerant from the expansion valve and evaporated refrigerant in the evaporator.
The evaporation temperature can be predicted from the evaporation pressure (i.e. relationship
- between saturation pressure and saturation temperature).
It is important to keep the pressure inside the evaporator low, so that the refrigerant is evaporated
- at low temperature to make sure the completely evaporated refrigerant is entered into the
compressor.
01-14

▶ Air Conditioner: Compressor, PWM Electric Fan, Air Mix Motor, Sun Sensor, Coolant
Temperature Sensor, AQS Sensor, Thermo Amplifier
 6810-18 01-15

▶ 2/2 Motor (Mode, Fresh/Recirculation)

01-16
 8810-00 02-3

1. WARNINGS FOR AIRBAG

- Do not diagnose the circuit with a circuit tester. Do not attempt to modify any air bag
components including the steering wheel, air bag mounting area, and harness.
- Do not impact any air bag components including the steering wheel, air bag mounting area,
and harness by hand or tools. You may get injured by sudden deployment.
- The air bag components will be very hot after deployment. Do not touch them.
- Once the air bag system is triggered, the triggered air bag assembly should be removed from
the vehicle and replaced with new one.
- The air bag contains explosive materials, so contact Ssangyong Dealer or Ssangyong
Authorized Service Operation when trashing or replacing it.
- Incorrect air bag inspection can be dangerous and cause injuries. The air bag system must be
disposed only by Ssangyong Dealer or Ssangyong Authorized Service Operation.
- Replace the steering wheel with only Ssangyong genuine part.
- When the engine starts, the air bag warning lamp comes on for a system check. It goes out
after 3 to 7 seconds when the system is normal. If this warning lamp stays ON, then the system
may be defective. Have the air bag system checked immediately by Ssangyong Dealer or
Ssangyong Authorized Service Operation.
- The seat belt and air the bags are the most effective when you are sitting well back and upright
in the seat.
- A child restraint system must not be placed on the front seat. The infant or child can be
severely injured by an air bag inflation in case of an accident.
- Do not carry your child on your lap while driving. You cannot resist against the impact pressure
in an accident.
The child could be crushed between you and the parts of the vehicle.
- Do not place any objects on the air bag inflation location. You may get injured by those objects
during deployment.
- Do not attach any objects such as a sticker, scent bottle, or phone holder on the steering
wheel pad and to the dashboard.
- Do not put the seat cover on the front seatbacks. It may interfere with the side air bag inflation.
When sitting in the rear seat, do not hold onto the seatback of the front seat. If the side air bag
- inflates, the occupant may get seriously injured.
Do not lean on the door. When the side air bag inflates, the occupant may get seriously
- injured.
Do not place any objects such as an umbrella or a bag between the side air bag and the door.
- Do not place the part of your body near the side air bag. You may obstruct the side air bag or
get injured by the inflation impact.
02-4

- Do not slam the front doors. It may lead to an unintended inflation of the side air bag.
- Do not move your seat too close to the steering wheel or dashboard. If you lower your head,
the air bag can hit your head during inflation and can cause severe injury or even death.
- Hold only the outer rim of the steering so that the air bag can inflate without any hinderances.
- Do not place your face or chest near the steering wheel and dashboard. Also, do not allow
anyone to place their hands, leg or face on the dashboard. The air bag cannot work properly.
- Do not hold and operate the steering wheel by crossing your arms. You could get seriously
injured when the air bag deploys.
- When the air bag inflates, it makes a loud noise and smoke. However, the smoke is a non-toxic
nitrogen gas.
- When the air bag is deployed, non-toxic gas will come out. This gas may cause skin, eyes or
nose irritation.
Wash it out with cold and clean water and consult the doctor if irritation continues.
- When any repairs are needed for the steering wheel, or when an accident occured without the
air bag deployment, have the air bag system checked by Ssangyong Dealer or Ssangyong
Authorized Service Operation.
- The windshield glass may be broken when the passenger's air bag is deployed.
- The air bag deployment can cause abrasion on your hands and face.

2. MAJOR REPLACEMENT PARTS AFTER AIR BAG

DEPLOYMENT
▶ In Case Of Front Air Bag Deployment
Instrument panel, deployed air bag module, air bag unit, seat belt pretensioner, wirings (including
connectors), damaged trim and components

▶ In Case Of Curtain Air Bag Deployment

Deployed side bag, air bag unit,, side air bag sensor, wirings (including connectors), damaged
trim and seat components
02-6

1. OVERVIEW
- The air bag unit (SDM) includes the lateral G sensor and longitudinal G sensor. The side air
bag sensor is installed in both B pillars.
- The front air bag module, side air bag module and seat belt pretensioner are installed for each
seat.
- The pretensioner operates with the front seat. The side air bag operates according to the
signal from the lateral G sensor, longitudinal G sensor and side air bag sensor.
- The front air bags operate independently.

2. COMPONENTS
Passenger’s Air Bag Module

STICS

Air Bag Unit (SDM)

 8810-00 02-7

Air Bag Warning Lamp (Meter

Cluster)

Seat Belt Pretensioner

Side Air Bag Module

Side Air Bag Sensor Assembly

Driver’s Air Bag Module
02-8

3. OPERATING CONDITIONS
1) Front Air Bag System

Driver’s air bag module Passenger’s air bag module

▶ The air bag deploys when:

- A front collision occurs, which occupants cannot be protected by seat belt.

▶ The air bag can deploy when:

- Underbody impact from the road surface, impact against the curb at a very high speed, or
dropping impact onto the road surface with a large angle occurs.

▶ The air bag does not deploy when:

- The vehicle rolls over or tips over sideward, or a side/rear collision occurs.
- the impact of the collision is low enough for the seat belt to protect the occupant properly.

▶ Seldom oeprate
- A collision to diagonal direction (not a front collision) occurs or the vehicle tips over.
- A weak collision, which the sensor cannot detect, occurs (under the activation
requirements).
- A collision against narrow objects such as a telegraph pole or a tree occurs.
- The vehicle falls into a drainage or a puddle.
- The front of the vehicle crashes into high impact point vehicle such as a truck.
- The hood is hit by falling stones.
- The air bag warning lamp is on.
 8810-00 02-9

2) Side Air Bag System

Driver's Passenger's

The curtain air bags are installed to the upper end of both doors. The air bags provide head
protection for the front and rear outboard occupants in a side collision.

▶ The air bag deploys when:

- a severe oblique collision occurs with a specific severity, angle, speed, and position.

▶ The air bag can deploy when:

- the vehicle rolls over or tips over sideward with a severe impact.
- The vehicle is stationary or a front collision occurs with low speed.
- A rear collision occurs.
- The impact of the collision is low enough for the seat belt to protect the occupant properly.
▶ The air bag does not deploy when:
- The vehicle is stationary or a front collision occurs with low speed.
- A rear collision occurs.
- The impact of the collision is low enough for the seat belt to protect the occupant properly.
▶ Seldom oeprate
- A collision with oblique impact to the front seat direction or a front collision to the diagonal
direction occurs.
- a frontal or rear collision occurs.
- The vehicle rolls over or tips over sideward with minor impact.
- The air bag warning lamp is on.
02-10

4. OPERATION PROCESS
1) Air Bag System Block Diagram
- 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.
8810-00 02-11
02-12

5. DEPLOYING CONDITIONS
- Once the ignition starts, the SDM starts to diagnose the air bag system during the ignition
process.If the system is OK, the SDM is armed for a specific impact on the vehicle. The
ignition time takes about 6 sec.

1) Front Air Bag Deploying Conditions When a Frontal Impact Occurs

Impact to Front side
Air bag module - Driver side Ignite
Air bag module - Passenger side Ignite
Seat belt pretensioner - Driver side Ignite
Seat belt pretensioner - Passenger side Ignite
Side air bag module - Driver side Ignite
Side air bag module - Passenger side Ignite

2) Side Air Bag Operating Conditions When a Side Impact Occurs

Impact to Left direction Right direction
Side air bag module - Driver side Ignite Not ignite
Side air bag module - Passenger side Not ignite Ignite
Seat belt pretensioner - Driver side Ignite Not ignite
Seat belt pretensioner - Passenger side Not ignite Ignite
 8810-00 02-13

6. DEPLOYMENT
1) 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.

▶ The table shows the basic inner resistance of the air bag related module and the basic instant
current necessary for firing.

Seat belt Driver/Passenger side ai

Air bag module DAB /PAB
pretensioner(BPA) bag module
Resistance (at -30 ~ 85˚C) 2.0 ± 0.3 Ω 2.15 ± 0.35 Ω 2.0 ± 0.3 Ω
Firing current 1.2 Amps 1.2 Amps 0.8 Amps

- 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.

2) Air Bag Deployment Signal Output (Crash Out)

▶ For the safety reason, the system outputs the air bag deployment signal to STICS to unlock the
doors automatically.

▶ Automatic Door Unlock (Crash unlock: unlock when colliding)

- The air bag collision signal input cannot be accepted within 7 seconds after turning the
ignition key to "ON" position.
- After this period, the door lock system outputs "UNLOCK" for all doors for 5 seconds from 40
ms after receiving the air bag collision signal.
- Even though the key is turned to "OFF" position during the output of "UNLOCK", the output
continues on for remaining period.
- The function is erased when turning "OFF" the ignition switch.
02-14

ING KEY ON
SW(*1) OFF

T1
Deployment OFF
signal ON

T2

Door unlock
OFF
relay (Crash
ON
out)
T3

T1 : 200ms T2 : 40ms T3 : 5s

▶ Cautions for Door Lock/Unlock Control

- 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".
 8810-00 02-15

7. 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:

▶ When Turning the Ignition Switch to ON Position Initially

The air bag unit performs a turn-on test when the ignition is turned on initially. The air bag unit
flashes the air bag warning lamp 6 times at 1 Hz interval. After that, the air bag warning lamp will
go off if no malfunction have been detected.

ON
Ignition switch
OFF

Airbag warning ON
lamp OFF

▶ 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.

ON
Ignition switch
OFF

Airbag warning ON
lamp OFF 6s

▶ When the Air Bag Unit Detects Any Intermittent Failure

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.

ON
Ignition switch
OFF

Airbag ON
warning lamp OFF 6s
02-16

8. CIRCUIT DIAGRAM
▶ 8810-01 Air Bag (including Side Air Bag)
 4170-00 06-3

1. WARNINGS FOR POWER SEAT

1. Adjust the driver's seat before driving.
2. Make sure that the seat is firmly secured after adjusting.
3. Never drive the vehicle with the head restraint removed or lowered excessively. Otherwise,
your neck, spine or other parts of the body can be severely injured in the event of an
accident.
4. If you recline the seatback excessively, you could slide under the seat belt and be injured
severely in a collision.
5. Do not put any object that could damage the seat on the seat.
6. The front and rear seats are equipped with the heated wire (seat warmer) system. Using the
seat warmer system excessively may cause minor burns. The following occupants should
exercise special care when using the heated wire seat.
- Infant, child, old or handicapped person
- Person with sensitive skin
- Exhausted person
- Persons who is drunk or took medicine which causes drowsiness such as sleeping
pills, cold tablets, etc.
7. Do not place anything on the seat that insulates against the heat, such as a blanket or
cushion.
8. Make sure that the head restraints are in place and secured properly. Never drive the vehicle
with the head restraint removed.
9. To minimize the injuries in a collision or an abrupt stop, make sure the seatback is in the
upright position before driving. If the seatback is reclined too much, the occupant could slide
under the seat belt in a collision or an abrupt stop and cannot be protected properly by the
airbag system.

2. CAUTIONS FOR POWER SEAT

1. You can operate the power seat with the ignition switch OFF. However, frequent operation of
the seat switch with the engine stopped can result in battery becoming discharged.
2. Operating more than one seat adjustment switch at the same time can cause damage to the
seat motor. Therefore, operate the seat switch only one at a time.
3. Do not use organic solvents such as benzene, thinner, alcohol or gasoline to prevent the seat
cover from being damaged while cleaning.
4. Do not operate the seat position adjustment switch forcefully when the seat does not move or
it contacts an object.
5. If the power seat is not operated, check and correct the problem before driving off.
06-4

3. MAJOR CHANGES
1) Front Headrest
Front Headrest
Old New

Swing type tilting Sliding type tilting

Changed the design of headrest.

2) Front Seat Assembly

Front Seat Assembly
Old New

Changed the design of seatback and seat cushion.

Changed the design of headrest.

 4170-00 06-5

3) Front Seat Back Board

Front Seat Back Board
Old New

Changed the design of seat back board and seat back pocket.

4) Front Seat Cover Shield

Front Seat Cover Shield
Old New

Integrated type Split type

Changed the design of seat cover shield.
06-6

5) Front Seat Frame Cover

Front Seat Frame Cover
Old New

Changed the design of seat frame covers (front & rear).

6) Rear Center Armrest Assembly

Rear Center Armrest
Old New

Changed the location and appearance of armrest band.

 4170-00 06-7

1. DRIVER’S SEAT ASSEMBLY

1) Adjustment

Height Adjustment of Headrest

▶ How to operate
To raise the headrest, pull it up without pressing
the release button. To lower the headrest, press
the release button (A) on top of the seatback
and push the headrest down.

Forward and Backward

Adjustment of Headrest

▶ How to operate
The headrest can be adjusted forward to three
different positions by pulling the headrest
forward. To adjust the headrest backward, pull it
fully forward to the farthest position and release
it. Adjust the headrest so that it properly
supports the head and neck.
06-8

Seat Slide Adjustment (Power Seat) Seat Slide Adjustment (Manual Seat)

▶ How to operate ▶ How to operate

To move the seat forward or backward, push To move the seat forward or backward, pull
the seat slide switch to desired direction. and hold the seat slide lever up and move
the seat as desired. Then, release the lever.

Seatback Reclining Adjustment (Power Seat) Seatback Reclining Adjustment (Manual Seat

▶ How to operate ▶ How to operate

To change the seatback angle, lean forward To change the seatback angle, lean forward
slightly and push the seatback reclining slightly and raise the lever. Then, lean back to
switch to desired direction. the desired angle and release the lever. After
adjusting, make sure the lever is returned to
its original position and the seatback is
locked.
 4170-00 06-9

Seat Cushion Angle Adjustment (Power Seat Seat Height & Cushion Angle Adjustment
(Manual Seat)

▶ How to operate ▶ How to operate

To adjust the seat cushion angle, raise or To adjust the angle and height of the front or
lower the seat cushion angle adjusting switch rear section of the seat cushion, rotate the
to desired direction. adjustment knob on the side of the seat
clockwise or counterclockwise.

Lumbar Support Adjustment (Power/Manual

Seat Height Adjustment (Power Seat)
Seat)

▶ How to operate ▶ How to operate

To adjust the seat height, raise or lower the Turn the lever forward to increase the amount
seat height adjusting switch to desired of lumbar support. To decrease it, turn the
direction. lever backward.
06-10

2) Driver’s Seat Heater

Seat Heater ON Driver’s Seat Heater Switch

▶ Operating conditions
- IGN ON / Engine running
- If the engine is cranking during the heater operation, the seat heater stops the operation
for cranking period.

▶ How to operate
- The seat heater has 5 heating levels.
- Turning clockwise: Higher heating level
- Turning counterclockwise: Lower heating level

▶ Operating process
- The seat heating unit under the passenger’s seat controls the seating process according to
the signals from the seat heater switch. The unit turns ON and OFF the seat heating element
to keep the set heating level.
 4170-00 06-11

3) Position Memory Setting

Seat Position Memory Switch ▶ Seat position memory function
The position memory is available for up to
three drivers. Each driver can set his/ her
own driver’s seat and outside rearview
mirror positions. The information will
individually be stored in the integrated
computer. If somebody has moved the
seat, the memory positions can be recalled
automatically by pressing the position
button.
A: Seat position SET button
B: stop BUTTON
▶ Operating conditions
C: Position buttons (1, 2, 3)
- IGN ON / Engine running
▶ To store the memory settings
- Position the transmission shift lever to “P” with the ignition switch “ON” In case of a manual
transmission vehicle, you must apply the parking brake too.
- Adjust the driver’s seat and outside rearview mirrors to the desired positions.
- Press the (SET) switch. The indicator on the switch comes on.
- Within 5 seconds, press and hold one of the position buttons (1, 2, 3) you want to set.
- When the memory setting is completed, a buzzer sounds twice.
▶ To recall the memory settings
- Press and hold one of the position buttons (),(),() you want until the buzzer sounds.
- The driver’s seat and outside rear view mirrors start to move to the stored positions. If you
drive off during this recalling process, this automatic memory setting stops operating.
- Wait until they stop moving.
- When the process is completed, a buzzer sounds twice.
▶ Operating process
- The SPWM unit under the driver’s seat controls the driver’s seat position sensor and outside
rearview mirror position sensor to recall the set position appointed to respective button.

- Do not set or recall the seat position memory when the vehicle is in motion.
- The memory setting is cancelled when operating any seat adjusting switch or outside rearview
mirror adjusting switch during setting process.
- If you do not press any position button within 5 seconds after pressing “SET” switch, the
memory setting is cancelled.
- To recall the memory setting, press the position switch for more than 1.5 second.
- The automatic positioning operation stops when operating STOP switch, any seat adjusting
switch or outside rearview mirror adjusting switch during its operation.
06-12

4) Easy Access (Driver’s Seat)

Easy Access Switch ▶ Easy access function
- This system is designed to provide the
driver sufficient space to access and
exit.

▶ Operating conditions
- Easy access switch ON
- Shift lever in “P” position

▶ Operating process
- When turning the IGN ON and OFF with the Easy Access switch pressed in, The SPWM
unit operates the seat sliding motor to slide backward the driver’s seat.

- The moving distance of the seat is based on when the seat is located at its front end. It
varies according to the initial position.
- There could be some differences when the seat moves back to its original position. The
difference of the passenger weights and electrical loads can cause the differences in its
distance, and this is normal, not defective.
 4170-00 06-13

2. PASSENGER’S SEAT ASSEMBLY

1) Adjustment

Height Adjustment of Headrest

▶ How to operate
To raise the headrest, pull it up without
pressing the release button. To lower the
headrest, press the release button (A) on top
of the seatback and push the headrest down.

Forward and Backward Adjustment of

Headrest

▶ How to operate

The headrest can be adjusted forward to three

different positions by pulling the headrest
forward. To adjust the headrest backward, pull
it fully forward to the farthest position and
release it. Adjust the headrest so that it
properly supports the head and neck.
06-14

Seat Slide Adjustment (Power Seat) Seat Slide Adjustment (Manual Seat)

▶ How to operate ▶ How to operate

To move the seat forward or backward, push To move the seat forward or backward, pull
the seat slide switch to desired direction. and hold the seat slide lever up and move the
seat as desired. Then, release the lever.

Seatback Reclining Adjustment (Power Seat) Seatback Reclining Adjustment (Manual Seat

▶ How to operate ▶ How to operate

To change the seatback angle, lean forward To change the seatback angle, lean forward
slightly and push the seatback reclining switch slightly and raise the lever. Then, lean back to
to desired direction. the desired angle and release the lever. After
adjusting, make sure the lever is returned to
its original position and the seatback is
locked.
 4170-00 06-15

2) Passenger’s Seat Heater

Seat Heater ON Passenger’s Seat Heater Switch

▶ Operating conditions
- IGN ON / Engine running
- If the engine is cranking during the heater operation, the seat heater stops the operation
for cranking period.

▶ How to operate
- The seat heater has 5 heating levels.
- Turning clockwise: Higher heating level
- Turning counterclockwise: Lower heating level

▶ Operating process
- The seat heating unit under the passenger’s seat controls the seating process according to
the signals from the seat heater switch. The unit turns ON and OFF the seat heating element
to keep the set heating level.
06-16

3. SECOND ROW SEAT ASSEMBLY

1) Adjustment

Headrest Adjustment
To raise the headrest, pull it
up without pressing the
release button. To lower the
headrest, press the release
button (A) on top of
seatback and push the
headrest down.

Second Row Seat Heating switch

The heating switches
for the rear seats are
located on the rear
door trims. During
heating the seats, the
seat heater indicator
comes on.

Seatback Reclining Adjustment

Pull up the lever and adjust the
seatback angle to the desired position.
After adjustment, release the lever and
make sure that the lever is returned to
its original position and the setback is
securely locked.
 4170-00 06-17

4. THIRD ROW SEAT ASSEMBLY

1) Adjustment

Headrest Adjustment
To raise the headrest, pull
it up without pressing the
release button. To lower
the headrest, press the
release button (A) on top
of seatback and push the
headrest down.

Seatback Folding
Pull up the folding
lever to fold down
the third row seat.
06-18

5. CIRCUIT DIAGRAM

▶ Power Seat/Seat Position Memory

 4170-00 06-19

▶ Outside Rearview Mirror, Folding

06-20
4170-00 06-21
06-22
4170-00 06-23
06-24
 7340-01 04-3

1. CAUTIONS WHEN WORKING

- Wear clean work clothes and gloves.
- Any unauthorized modification or operational test is not allowed since the sunroof motor and
control unit are preset at the factory.
- Pay attention not to drop the sunroof assembly when removing it and do not keep it right up.

2. CAUTIONS FOR OPERATION

- Even though the sunroof can be operated when the engine is not running, operating the
sunroof repeatedly with the engine turned off will run down the battery. Operate the sunroof
while the engine is running.
- When the sunroof operation is completed, release the switch. Keeping pressing the switch can
result in malfunction.
- Especially in winter, never operate the sunroof if operation areas are iced. Wait until melted.
- To prevent a theft, make sure that the sunroof is completely closed when leaving the vehicle. In
addition, rain or snow can get into the vehicle through the open sunroof.
- When the sunroof is fully open, wind buffeting symptom can be worse. In this case, try to
adjust the sunroof position manually or open the sunroof until the wind buffeting is disappeared
Parts of the body can be trapped in the sunroof and can be struck by passing objects. Do not
- stick hands, head or anything else out of the openings.
Remove any dirt and foreign material stuck on the edge of the sunroof glass periodically.
-
04-4

3. MAJOR CHANGES
1) Sunroof Switch
Sunroof Switch
Old New

Changed the appearance of sunroof switch.

 7340-01 04-5

1. COMPONENTS AND LAYOUT

OPEN TILT

Sunroof Assembly

Sunroof Motor Assembly Overhead Console Assembly Sunroof Control Unit

(Sunroof Switch)
04-6

2. OPERATING PROCESS
1) Sunroof switch
▶ Sunroof switch
- The sunroof switches are included in the
overhead console assembly.

▶ CLOSE
- Closes the sunroof.

▶ OPEN
- Opens the sunroof.

Sunroof glass

Sun shade blind

▶ Sunroof glass
- The sunroof glass can be opened automatically and can be tilted by the switch operation..

▶ Sun shade blind

- The sun shade blind can be closed or opened manually to block sunlight when the sunroof
function is not in use.
 7340-01 04-7

2) Sunroof Sliding Opening/Closing

▶ Push up the switch briefly: 2-step auto sliding open

- Sunroof operation has two steps; if you push the switch briefly, the sunroof is opened by its
first operating stroke (approx. 326 mm). If you push it again, the sunroof is opened
completely. When the switch is operated while the sunroof is moving, the sunroof stops
sliding open.

▶ Push up and hold the switch: manual sliding open

- The sunroof is opened only as long as pushing up the switch.

Closing sunroof (Sliding close)

▶ Pull down the switch briefly: auto sliding close

- When pulling down the switch briefly, the sunroof is automatically closed. To stop the
closing sunroof, operate the switch to either direction.

▶ Pull down and hold the switch: manual sliding close

- The sunroof is closed as long as pulling down the switch.
04-8

3) Sunroof Tilt Up/Down

Tilt Up

▶ Pull down the switch

- The rear side of the sunroof is tilted up when pulling down the sunroof switch with the
sunroof closed.

Tilt Down

▶ Push up the switch

- The rear side of the sunroof is tilted down when pushing up the sunroof switch with the
sunroof tilted up.
 7340-01 04-9

4) Sunroof Safety Function (Anti-Trap)

To prevent any body parts from being trapped by the sliding sunroof, an Anti-Pinch Function
automatically opens the sunroof when an object is trapped. However, when the anti-trap function
has been activated consecutively 3 times, the auto closing mode will be changed to the manual
operation mode and then resume its function..

5) Emergency Operation
If the sunroof becomes out of order while it is
open or tilted, the sunroof can be operated
through the motor operating hole of the
sunroof motor.

▶ Wind buffeting
When you drive this 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.
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.
04-10

3. CIRCUIT DIAGRAM
▶ 7304-03 Sunroof
 7610-00 05-3

1. MAJOR CHANGES
1) Center Fascia Panel
Center fascia panel
Old model New model

Changed design

2) Sun Visor Retainer

Sun Visor Retainer
Old model New model

Changed design
 5110-00 09-3

1. SPECIFICATIONS
Description Specification
Hood Type Gas lifter type
Front door Structure Frame door
Window regulator type Wire-drum
Locking device Pin-fork device
Rear door Structure Frame door
Window regulator type Wire-drum
Locking device Pin-fork device
Tailgate Type Gas lifter type
Thickness of glass Windshield 5mm
Front door glass 4mm
Tailgate glass 4mm
Tailgate Fixed glass 4mm
Flip-up glass 5mm
Requirements for Nozzle type Full jet spray nozzle #1/2 GG-25 or 60°
leak test stand
Nozzle height 1,600 mm from ground
Displacement 14 liters per minute
Nozzle injection pressure 155 kPa (22.5 PSI)
Location of windshield & A-pillar test Down 30° & Rear 45° (at center of
stand windshield corner)
Location of B-pillar test stand Down 30° & Rear 45° (at center of rear
door)
Location of tailgate glass & Down 30° & Rear 45° (at 60 mm from
tailgate test stand center of windshield corner)
09-4

2. MAJOR CHANGES
1) Hood Panel
Hood Panel
Old 후드 판넬 New

Changed the design

Hood Insulator
Old 후드 인슐레이터 New

Changed the design to eliminate the interference

 5110-00 09-5

2) Radiator Grille
Radiator Grille
Old 라디에이터 그릴 New

Changed the design and location

3) Front Bumper
Front Bumper
Old

New

Changed the design

09-6

4) Outside Rearview Mirror

Outside Rearview Mirror
Old 아웃 사이드 미러 New

Introduced the LED side repeater and changed the design

5) Door Garnish
Door Garnish
Old 도어 가니쉬 New

Deleted the front and rear garnish

 5110-00 09-7

6) Wheel Arch Garnish

Wheel Arch Garnish
Old (Front) 휠 아치 가니쉬 New (Front)

Old (Rear) New (Rear)

Changed the design

7) Center Lower Step

Center Lower Step
Old 센터 로어 스텝 New

Changed the design

09-8

8) Side Sill Garnish

Side Sill Garnish
Old

Split type
New

Integrated type

9) Side Outer Rear Panel

Side Outer Rear Panel
Old 변경후 New

Changed the design of rear combination lamp

 5110-00 09-9

10) Tailgate Glass

Tailgate Glass
Old 변경후 New

Added the window open lever for flip-up glass and changed the location of rear wiper

11) Rear Spoiler

Rear Spoiler
Old 리어 스포일러 New

Introduced the wing type rear spoiler

09-10

12) Tailgate Lower Garnish

Tailgate Lower Garnish
Old 테일 게이트 로어 가니쉬 New

Changed the design

13) Rear Bumper

Rear Bumper
Old

New

Changed the design

 5110-01 07-3

1. MAJOR EXTERNAL DIMENSIONS

▶ General dimensions Unit: mm
Top view

Side view

Front view Rear view

07-4

▶ Detailed dimensions

1. Head lamp (low) 8. Side repeater

2. Head lamp (high) 9. License plate lamp
3. Tail lamp 10.Turn signal lamp (rear lamp)
4. Turn signal lamp 11.Backup lamp
5. Front fog lamp 12.Extra stop lamp
6. Stop lamp 13.Reflex reflector
7. Tail lamp
5110-01 07-5
07-6

2. JACK POINTS
Front: Double wishbone Rear: 5-link
 5110-01 07-7

3. UNDER COATING APPLICATIONS