fuel SSANGYONG NEW ACTYON SPORTS 2013 Owner's Guide

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.

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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.

04-10
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.

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LoadEngine speed Swirl valveAmount of
swirlRemarks
Low speed,
Low loadbelow 3,000 rpm Closed HeavyIncreased EGR ratio, better air-fuel
mixture (reduce exhaust gas)
High speed,
High loadover 3,000 rpm Open LightIncrease charge efficiency, higher
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: 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.
Swirl valve
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. -
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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.

06-18
Maximizes the intake air charging efficiency (Approx. 15%) -Optimizes the exhaust gas flow rate by controlling the vanes inside the turbine housing with the E-
Actuator. 1.
(2) E-VGT Actuator (Electric-Actuator)
Target temperature and airflow control -Enhanced emmission control: By temperature control with CDPF system 1.
(1) Performance (for EURO V)
Has a faster response time than the conventional vacuum actuator. 2.
Improved low speed torque, high speed power and fuel economy.
Improved acceleration performance with rapid response time of vane. -
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2) Features
Features
BenefitsFolding and unfolding of the vane
is controlled electrically
Easy to get low speed air volume
Rapid response time
Electric control -
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Improved low speed torque and
power
Reduced exhaust gas
Improved fuel consumption
Improved acceleration
performance -
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10-4
Glow plug control unit
(GCU)
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 plug
Glow indicatorEngine ECU (D20DTR)

14-4
2. CAUTIONS
1) Standard pattern of soot accumulation
Abnormal Soot Accumulation ▶
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. -
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The CDPF system enters the regeneration mode
when the driving distance becomes approx. 600
to 1,200 km (may differ by the driving condition
and driving style). Then, the engine ECU
performs the CDPF regeneration operation.
However, the driver is not informed with this
operation by any engine warning lamp or vehicle
signal, so he/she may not detect this operation.
The control logic at the post-injection dur-ing the
regeneration process is to increase the fuel
injection volume and control the intake air volume
(by the throttle body) in order to increase the
temperature of the exhaust gas. The driver may
not feel any particular difference from the vehicle.
Overload of CDPF (warning lamp blinking)
2) Warning Lamp Related to CDPF
CDPF regeneration process (warning lamp NOT illuminated) ▶
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.
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.
If the engine warning lamp on the instrument cluster blinks, the CDPF is overloaded. In this case,
perform the step 2. 1.
2.
3.

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Differential pressure
sensor
Calculates the amount of
PM collected by reading the
pressure difference between
before and after the CDPF.Engine ECU
DCM 3.7
Post-injectionThrottle
valve
Regulates the rate of air
intake.
CDPF
DOC+DPFFront temperature
sensor
Protects the turbocharger.Rear temperature sensor
Measures the temperature
of fuel combustion.
2. COMPONENT
For details, refer to section "Engine Control". *

14-10
3. INPUT/OUTPUT DEVICES
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.
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℃. 1.
2.
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8a0088009500470089008c00470099008c008b009c008a008c>d. So the amount of fuel
post-injection is decreased.
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8c008e008c0095008c00990088009b0090009600950047008a>an be decreased. So the
amount of fuel post-injection is increased. -
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Differential pressure sensor: This sensor checks the amount of PM collected by calculating the
pressure difference between before and after the CDPF.
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. 3.
4.