ABS SSANGYONG KORANDO 1997 Service User Guide

M161 ENGINE MECHANICAL 1B2 -- 3
D AEW OO M Y_2000
FASTENER TIGHTENING SPECIFICATIONS (Cont’d)
ApplicationNSmLb-FtLb-In
Exhaust Mainfold Nut to Stud Bolt26 -- 3419 -- 25--
Oil Drain Plug2518--
Oil Filter Cover2518--
Oil Filter Bolt22.5 -- 27.516.6 -- 20.3--
Oil Pump Drive Sprocket Bolt29 -- 3521 -- 26--
Oil Pump Mounting Bolt22.5 -- 27.516.6 -- 20.3--
Oil Strainer Bracket Bolt9--11--80 -- 97
Oil Pressure Relief Valve Screw Plug5037--
Oil Dipstick Guide Tube Bolt9--11--80 -- 97
Oil Gallery Screw Plug1511--
Shock Absorber Bolts22.5 -- 27.516.6 -- 20.3--
Crankshaft Bearing Cap Bolts55/+90°41/+90°--
Torque Converter Mounting Bracket Bolts4231--

1B2 -- 22 M161 ENGINE MECHANICAL
D AEW OO M Y_2000
TENSIONING DEVICE
Preceding Work: Removal of tensioning device shock absorber
1 Bolt (M8 x 75, 2 pieces) +
Washer 22.5-- 27.5 NSm (16.6-- 20.3 lb-ft) ......
2 Bolt (M8 x 25, 1 pieces) +
Washer 22.5-- 27.5 NSm (16.6-- 20.3 lb-ft) ......3 Tensioning Device
4 Stud bolt
5 Tensioning Arm
Removal & Installation Procedure
1. Turn the stud bolt to counterclockwise.
2. Insert the pin (111 589 01 15 00) into the hole in ten-
sioning arm.
3. Unscrew the bolts (1, 2) and remove the tensioning
device.
Installation Notice
Tightening Torque
22.5 -- 27.5 NSm
(16.6 -- 20.3 lb-ft)
4. Installation should follow the removal procedure in
the reverse order.

M161 ENGINE MECHANICAL 1B2 -- 23
D AEW OO M Y_2000
TENSIONING DEVICE SHOCK ABSORBER
1 End Cover
2 Bolt 40.5-- 49.5 NSm (29.9-- 36.5 lb-ft) .........
3 Tensioning Pulley
4 Bolt (M8 X 25) + Washer
22.5-- 27.5 NSm (16.6-- 20.3 lb-ft) .............5 Tensioning Device
6 Bolt (M8 X 35) + Washer
22.5-- 27.5 NSm (16.6--20.3 lb-ft) .............
7 Shock Absorber
Removal & Installation Procedure
1. Remove the end cover (1).
2. Remove the bolt (2) and remove the tensioning pulley
(3).
Installation Notice
Tightening Torque
40.5 -- 49.5 NSm
(29.9 -- 36.5 lb-ft)
3. Unscrew the bolts (4,6) and remove the shock ab-
sorber (7).
Installation Notice
Tightening Torque
22.5 -- 27.5 NSm
(16.6 -- 20.3 lb-ft)

1D2 -- 12 M161 ENGINE COOLING
D AEW OO M Y_2000
THERMOSTAT HOUSING ASSEMBLY
Preceding Work: Removal of viscous clutch
1a Bolt (M6 X 95, 2 pieces)
9--11 NSm (80-- 97 lb-in) .....................
1b Bolt (M8 X 75, 2 pieces)
22.5-- 27.5 NSm (16.6-- 20.3 lb-ft) .............
1c Bolt (M8 X 35, 1 piece)
22.5-- 27.5 NSm (16.6-- 20.3 lb-ft) .............
2 Thermostat Housing Assembly3O--ring
4 De-- aeration Hose
5 Coolant Outlet Hose
6 Coolant Bypass Hose
7 Tensioning Device Shock Absorber
8 Engine Hanger Brocket

M161 ENGINE COOLING 1D2 -- 13
D AEW OO M Y_2000
Removal & Installation Procedure
1. Drain the coolant.
2. Remove the de-- aeration hose (4), coolant outlet
hose (5) and coolant bypass hose (6).
3. Disconnect the coolant temperature sensor connec-
tor.
4. Unscrew the bolt (1c) and pry off the tensioning de-
vice shock absorber (7).
Installation Notice
Tightening Torque
22.5 -- 27.5 NSm
(16.6 -- 20.3 lb-ft)
5. Unscrow the bolts (1a, 1b) and remove the engine
hanger bracket and thermostat housing.
Installation Notice
Tightening
(1a)9--11NSm
(80 -- 97 lb-in)
Tightening
Torque(1b)22.5 -- 27.5 NSm
(16.6 -- 20.3 lb-ft)
6. Replace the O -- ring with new one.
7. Installation should follow the removal procedure in
the reverse order.
8. Check for leaks in cooling system.

1F2 -- 14 M161 ENGINE CONTROLS
D AEW OO M Y_2000
DIAGNOSIS
FAILURE CODE DIAGNOSIS
CLEARING FAILURE CODES
Notice:To prevent Engine Control Module (ECM) damage, the key must be OFF when disconnecting or reconnecting
the power to the ECM (for example battery cable, ECM pigtail connector, ECM fuse, jumper cables, etc.)
Parameters listed in the table may not be exactly the same as your reading due to the type of instrument or other
factors. If a failure code is displayed during the “TROUBLE CODE” in scan tool check mode, check the circuit for the
code listed in the table below. For details of each code, turn to the page referred to under the “See Page” for the re-
spective “Failure Code” in the below table.
Failure codes should be cleared after repairs have been completed.
FAILURE CODES TABLE
Failure
codeSee
PageDescription
001F2 -- 66Engine coolant temperature sensor low voltage
011F2 -- 66Engine coolant temperature sensor high voltage
021F2 -- 66Engine coolant temperature sensor plausibility
031F2 -- 62Intake air temperature sensor low voltage
041F2 -- 62Intake air temperature sensor high voltage
051F2 -- 62Intake air temperature sensor plausibility
061F2 -- 66Engine coolant temperature insufficient for closed loop fuel control
081F2 -- 38System voltage too low
091F2 -- 62Mass air flow sensor plausibility
101F2 -- 62Mass air flow sensor low voltage
111F2 -- 62Mass air flow sensor high voltage
171F2 -- 23Crankshaft position sensor signal failure (no engine revolution signal)
181F2 -- 23Crankshaft position sensor signal failure (rpm > max. value)
191F2 -- 27Camshaft position senosr signal : No.1 cylinder recognition failure
201F2 -- 23Crankshaft position sensor signal failure (gap recognition failure)
211F2 -- 90Transmission coding failure
231F2 -- 88CAN communication failure : ASR/MSR
241F2 -- 88CAN communication failure : ABS
251F2 -- 94Communication with transponder missing
261F2 -- 88CAN communication failure : TCU (A/T only)
291F2 -- 89CAN communication failure : ID 200h not plausible
301F2 -- 89CAN communication failure : ID 208h not plausible
311F2 -- 89CAN communication failure : communication initialization failure
321F2 -- 77Engine rpm output circuit short circuit to battery
331F2 -- 77Engine rpm output circuit short circuit to ground or open
341F2 -- 43Fuel pump relay short circuit to battery
351F2 -- 43Fuel pump relay short circuit to ground or open

1F2 -- 40 M161 ENGINE CONTROLS
D AEW OO M Y_2000
FUEL SYSTEM
The function of the fuel metering system is to deliver the correct amount of fuel to the engine under all operating condi-
tions. The fuel is delivered to the engine by the individual fuel injectors mounted into the intake manifold near each
cylinder.
The main fuel control sensors are the Mass Air Flow (MAF) sensor and the oxygen (O2) sensors.
The MAF sensor monitors the mass flow of the air being drawn into the engine. An electrically heated element is
mounted in the intake air stream, where it is cooled by the flow of incoming air. Engine Control Module (ECM) modu-
lates the flow of heating current to maintain the temperature differential between the heated film and the intake air at a
constant level. The amount of heating current required to maintain the temperature thus provides an index for the
mass air flow. This concept automatically compensates for variations in air density, as this is one of the factors that
determines the amount of warmth that the surrounding air absorbs from the heated element. MAF sensor is located
between the air filter and the throttle valve.
Under high fuel demands, the MAF sensor reads a high mass flow condition, such as wide open throttle. The ECM
uses this information to enrich the mixture, thus increasing the fuel injector on-- time, to provide the correct amount of
fuel. When decelerating, the mass flow decreases. This mass flow change is sensed by the MAF sensor and read by
the ECM, which then decreases the fuel injector on-- time due to the low fuel demand conditions.
The O2 sensors are located in the exhaust pipe before catalytic converter. The O2 sensors indicate to the ECM the
amount of oxygen in the exhaust gas, and the ECM changes the air/fuel ratio to the engine by controlling the fuel
injectors. The best air/fuel ratio to minimize exhaust emissions is 14.7 to 1, which allows the catalytic converter to
operate most efficiently. Because of the constant measuring and adjusting of the air/fuel ratio, the fuel injection system
is called a “closed loop” system.
The ECM uses voltage inputs from several sensors to determine how much fuel to provide to the engine. The fuel is
delivered under one of several conditions, called ‘‘modes”.
Starting Mode
When the ignition is turned ON, the ECM turns the fuel pump relay on for 1 second. The fuel pump then builds fuel
pressure. The ECM also checks the Engine Coolant Temperature (ECT) sensor and the Throttle Position (TP) sensor
and determines the proper air/fuel ratio for starting the engine. This ranges from 1.5 to 1 at -- 36°C(--33°F) coolant
temperature to 14.7 to 1 at 94°C (201°F) coolant temperature. The ECM controls the amount of fuel delivered in the
starting mode by changing how long the fuel injector is turned on and off. This is done by ‘‘pulsing” the fuel injectors for
very short times.
Run Mode
The run mode has two conditions called ‘‘open loop” and ‘‘closed loop”.
Open Loop
When the engine is first started and it is above 690 rpm, thesystem goes into “open loop” operation. In “open loop”, the
ECM ignores the signal from the HO2S and calculates the air/fuel ratio based on inputs from the ECT sensor and the
MAF sensor. The ECM stays in “open loop” until the following conditions are met:
DThe O2 has a varying voltage output, showing that it is hot enough to operate properly.
DThe ECT sensor is above a specified temperature (22.5°C).
DA specific amount of time has elapsed after starting the engine.
Closed Loop
The specific values for the above conditions vary with different engines and are stored in the Electronically Erasable
Programmable Read -- Only Memory (EEPROM). When these conditions are met, thesystem goes into “closed loop”
operation. In “closed loop”, the ECM calculates the air/fuel ratio (fuel injector on-- time) based on the signals from the
O2 sensors. This allows the air/fuel ratio to stay very close to 14.7 to 1.
Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.
Deceleration Mode
The ECM responds to changes in throttle position and airflow and reduces the amount of fuel. When deceleration is
very fast, the ECM can cut off fuel completely for short periods of time.

1F2 -- 50 M161 ENGINE CONTROLS
D AEW OO M Y_2000
PURGE CONTROL VALVE
YAA1F440
The fuel vaporization control system is installed to inhibit the fuel vaporized gas from discharging into the atmosphere.
The fuel vaporized gas that is accumulated in the canister abstracts through the purge control valve purification during
the engine combustion (except the decreasing mode) and coolant temperature of over 80°C. For this reason, the En-
gine Control Module (ECM) transacts the engine speed, air inflow quantity, coolant temperature, and intake tempera-
ture.
The purge control valve is activated by the ECM frequency according with the engine rotating speed to adjust the
purification rate. The purification rate is determined by the continuous valve opening interval.
The purge control valve is activated by the ECM for the following conditions:
DCoolant temperature of over 80°C
DEngine speed of over 1,000 rpm
D2 minutes after starting
DWhen the fuel cut -- off mode is not activated

1F2 -- 56 M161 ENGINE CONTROLS
D AEW OO M Y_2000
INDUCTION SYSTEM
THROTTLE VALVE ACTUATOR
YAA1F540
The throttle actuator is actuated by the Engine Control Module (ECM) according to the position of the accelerator pedal
position.
It has two potentiometers which signal the position of the throttle valve to the ECM to enable it to recognize the various
engine load states.
Ignition “Off”
In the de-- energized states the throttle valve position is determined to be spring capsule.
Ignition “On”
When the ignition S/W on the servo motor in the throttle actuator is operated by the ECM. The throttle valve adopts a
position in line with the coolant temperature.
Closed position
In the closed throttle position, the servo motor controls engine speed by operating the throttle valve further (greater
mixture) or closing it further (reduced mixture), depending on coolant temperature and engine load. When this is done,
the throttle valve can be closed further by the servo motor overcoming the force of the spring capsule (mechanical end
stop). If the actuator is de-- energized, the throttle valve is resting against the spring capsule.
Consequently, the throttle valve opening is a constant 10-- 12°approximately.
At no load, this produces an engine speed of about 1,800 rpm
Driving
When driving (part/full throttle), the servo motor controls the throttle valve in line with the various load states and ac-
cording to the input signals from the pedal value sensor according to the input signals from the pedal value sensor
according to the position of the accelerator pedal.
The function of the EA (electronic accelerator) in the ECM determines the opening angle of the throttle valve through
the throttle actuator. Further functions are;
DIdle speed control
DCruise control
DReducing engine torque for ASR/ABS operation
DElectronic accelerator emergency running
DStoring faults
DData transfer through CAN

1F2 -- 60 M161 ENGINE CONTROLS
D AEW OO M Y_2000
HOT FILM AIR MASS (HFM) SENSOR
YAA1F570
The Hot Film Air Mass (HFM) sensor with recognition of flow direction related to pulsating flow is designed for record-
ing load on Engine Control Module (ECM) by measuring the output voltage proportional to the reference voltage of the
ECM.
Mass Air Flow Sensor
Mass Air Flow (MAF) is a thermal flow meter whose sensor element with its temperature sensors and heating area is
exposed to the MAF to be measured. A heating area located in the center of a thin membrane is controlled to an over --
temperature by a heating resistor and a temperature sensor of this membrane. And the value of over -- temperature
depends on the temperature of the in-- flowing air.
Two temperature sensors on upstream and downstream of the heating area show the same temperature without in-
coming flow. With incoming flow, upstream part is cooled down but downstream temperature retains its temperature
more or less due to the air heated up in the heating area. This temperature difference in quantity and direction depends
on the direction of the incoming flow.
ECM modulates the flow of heating current to maintain the temperature differential between the heated film and the
intake air at a constant level. The amount of heating current required to maintain the temperature thus provides an
index for the MAF. This concept automatically compensates for variations in air density, as this is one of the factors that
determines the amount of warmth that the surrounding air absorbs from the heated element. MAF sensor is located
between the air filter and the throttle valve.
Under high fuel demands, the MAF sensor reads a high mass flow condition, such as Wide Open Throttle (WOT). The
ECM uses this information to enrich the mixture, thus increasing the fuel injector on-- time, to provide the correct
amount of fuel. When decelerating, the mass flow decreases. This mass flow change is sensed by the MAF sensor
and read by the ECM, which then decreases the fuel injector on-- time due to the low fuel demand conditions.
To facilitate the installation of the HFM in the intake passage, lubricating agents may be used. However, when lubri-
cants are used care must be taken to ensure that they do not enter the flow passage and cannot be sucked in with the
air flow.