tow SSANGYONG KORANDO 1997 Service User Guide

1B2 -- 12 M161 ENGINE MECHANICAL
D AEW OO M Y_2000
21. Separate the hose toward engine from canister
purge solenoid valve and canister. Refer toSection
1F2, Engine Control.
22. Remove the automatic transmission oil cooler line
retaining bolts from the automatic transmission side
and oil pan side.
23. Remove the automatic transmission oil cooler line
retaining bolts from engine side and oil pan side.
24. Separate the vacuum hose for brake booster.
25. Separate the other vacuum hoses.
26. By rotating the crankshaft from the front of engine,
remove the 6 torque converter mounting bolts from
the engine ring gear plate.
Installation Notice
Tightening Torque
42 NSm (31 lb-ft)

1B2 -- 56 M161 ENGINE MECHANICAL
D AEW OO M Y_2000
7. Unscrew the bolt (3) from the armature (4) and re-
move the roll pin, and remove the armature.
Installation Notice
Tightening Torque
35 NSm (26 lb-ft)
8. Unscrew the nut (6) and remove the seal cover (7).
Installation Notice
Tightening Torque
60 -- 70 NSm (44 -- 52 lb-ft)
Notice:Put the locking slot of nut toward armarture.
9. Take off the timing chain from intake camshaft
sprocket.
10. Remove the adjuster piston (9) and conical spring
(10) from intake camshaft sprocket.
11. Unscrew the bolt (11) and remove the flange shaft.
Installation Notice
Ti
ghteningTo rque
1st step: 18 -- 22 NSm
(13 -- 16 lb-ft)
TighteningTorque
2nd step: 60°±5°
Notice:The flange bolt is designed to be used only
once, so always replace with new one.
12. Installation should follow the removal procedure in
the reverse order.
13. Check and adjust the camshaft timing.

1F2 -- 46 M161 ENGINE CONTROLS
D AEW OO M Y_2000
FUEL INJECTOR
YAA1F0C0
The Multipoint Fuel Injection (MFI) assembly is a solenoid -- operated device controlled by the Engine Control Module
(ECM) that meters pressurized fuel to an each individual cylinder. The injector sprays the fuel, in precise quantities at a
point in time determined by the ECM, directly toward the cylinder intake valve. ECM energizes the fuel injector solenoid
to lift the needle valve and to flow the fuel through the orifice. This injector ’s discharge orifice is calibrated to meet the
effective fuel atomization necessary for both ensuring the maximum homogeneity in the air -- fuel mixture and holding
the condensation along the walls of the intake tract to a minimum.
Fuel enters the top feed injector from above and flows through its vertical axis. The lower end extends into the intake
valve. Fuel from the tip is directed at the intake valve, causing it to become further atomized and vaporized before
entering the combustion chamber.
A fuel injector which is stuck partially open would cause a loss of fuel pressure after the engine is shut down. Also, an
extended crank time would be noticed on some engines. Dieseling could also occur because some fuel could be deliv-
ered to the engine after the ignition is turned off.

1A3 -- 10 GENERAL ENGINE INFORMATION
D AEW OO M Y_2000
DIAGNOSIS
OIL LEAK DIAGNOSIS
Most fluid oil leaks are easily located and repaired by
visually finding the leak and replacing or repairing the
necessary parts. On some occasions a fluid leak may be
difficult to locate or repair. The following procedures may
help you in locating and repairing most leaks.
Finding the Leak
1. Identify the fluid. Determine whether it is engine oil,
automatic transmission fluid, power steering fluid,
etc.
2. Identify where the fluid is leaking from.
2.1 After running the vehicle at normal operating
temperature, park the vehicle over a large sheet
of paper.
2.2 Wait a few minutes.
2.3 You should be able to find the approximate loca-
tion of the leak by the drippings on the paper.
3. Visually check around the suspected component.
Check around all the gasket mating surfaces for
leaks. A mirror is useful for finding leaks in areas that
are hard to reach.
4. If the leak still cannot be found, it may be necessary
to clean the suspected area with a degreaser, steam
or spray solvent.
4.1 Clean the area well.
4.2 Dry the area.
4.3 Operate the vehicle for several miles at normal
operating temperature and varying speeds.
4.4 After operating the vehicle, visually check the
suspected component.
4.5 If you still cannot locate the leak, try using the
powder or black light and dye method.
Powder Method
1. Clean the suspected area.
2. Apply an aerosol-- type powder (such as foot powder)
to the suspected area.
3. Operate the vehicle under normal operating condi-
tions.
4. Visually inspect the suspected component. You
should be able to trace the leak path over the white
powder surface to the source.
Black Light and Dye Method
A dye and light kit is available for finding leaks, Refer to
the manufacturer ’s directions when using the kit.
1. Pour the specified amount of dye into the engine oil fill
tube.
2. Operate the vehicle normal operating conditions as
directed in the kit.
3. Direct the light toward the suspected area. The dyed
fluid willappear as a yellow path leading to the
source.
Repairing the Leak
Once the origin of the leak has been pinpointed and
traced back to its source, the cause of the leak must be
determined n order for it to be repaired properly. If a gas-
ket is replaced, but the sealing flange is bent, the new
gasket will not repair the leak. Thebent flange must be
repaired also. Before attempting to repair a leak, check
for the following conditions and correct them as they
may cause a leak.
Gaskets
DThe fluid level/pressure is too high.
DThe crankcase ventilation system is malfunctioning.
DThe fasteners are tightened improperly or the threads
are dirty or damaged.
DThe flanges or the sealing surface is warped.
DThere are scratches, burrs or other damage to the
sealing surface.
DThe gasket is damaged or worn.
DThere is cracking or porosity of the component.
DAn improper seal was used (where applicable).
Seals
DThe fluid level/pressure is too high.
DThe crankcase ventilation system is malfunctioning.
DThe seal bore is damaged (scratched, burred or
nicked).
DThe seal is damaged or worn.
DImproper installation is evident.
DThere are cracks in the components.
DThe shaft surface is scratched, nicked or damaged.
DA loose or worn bearing is causing excess seal wear.

OM600 ENGINE MECHANICAL 1B3 -- 167
D AEW OO M Y_2000
6. Coat the cylinder bore, connecting rod bearing jour-
nal, connecting rod bearing shell and piston with oil.
7. Compress the piston rings with a tensioning strap
(7).
Tensioning Strap 000 589 04 14 00
8. Insert the piston assembly into the cylinder with a
wooden stick (18).
Notice
The arrow on the piston crown must point toward the
front of vehicle.
9. Insert the connecting rod bearing shells (9, 10).
Notice
Be careful of the difference in upper and lower bear-
ing shells and not to be changed.
10. Position the connecting rod bearings caps.
Notice
Position so that the retaining lugs are on the same
side of the connecting rod bearing(arrow).
11. Measure stretch shaft diameter (C) of the connect-
ing rod bolts.
Limit ’C’7.1mm

OM600 ENGINE CONTROLS 1F3 -- 27
D AEW OO M Y_2000
Tools Required
001 589 65 09 00 Socket Wrench Insert
000 589 00 68 00 Cleaning Set
Repair Procedure
1. Clamp the nozzle holder (1) in a vice and remove
the nozzle tensioning nut (8).
Notice
Use protective jaws for clamping.
2. Disassemble the fuel injection nozzle.
Socket Wrench Insert 001 589 65 09 00
3. Clean the nozzle needle (6) and nozzle body (7) with
an abradant.
4. Clean the nozzle seat with cleaning cutter.
Cleaning Set 000 589 00 68 00
5. Immerse nozzle needle (6) and nozzle body (7) in
filtered diesel fuel. When the nozzle body is held
vertical, the weight of the nozzle needle must cause
it to slide down toward the nozzle needle seat.
6. Assemble the injection nozzle so that the tip of the
thrust (4) pin is facing toward the nozzle holder.
Tightening Torque80 N∙m (59 lb-ft)
Notice
Nozzle needle (6) and nozzle body (7) should al-
ways be replaced as a pair.

SSANGYONG MY2002
2B-2 WHEEL ALIGNMENT
FOUR WHEEL ALIGNMENT
The first responsibility of engineering is to design safe
steering and suspension systems. Each component
must be strong enough to withstand and absorb extreme
punishment. Both the steering system and the front
and the rear suspension must function geometrically
with the body mass.
The steering and the suspension systems require that
the front wheels self-return and that the tire rolling effor t
and the road friction be held to a negligible force in
order to allow the customer to direct the vehicle with
the least effort and the most comfort.
A complete wheel alignment check should include mea-
surements of the rear toe and camber.
Four-wheel alignment assures that all four wheels will
be running in precisely the same direction.
When the vehicle is geometrically aligned, fuel economy
and tire life are at their peak, and steering and perfor
mance are maximized.
TOE-IN
Toe-in is the turning in of the tires, while toe-out is the
turning out of the tires from the geometric centerline or
thrust line. The toe ensures parallel rolling of the wheels.
The toe serves to offset the small deflections of the
wheel support system which occur when the vehicle is
rolling forward. The specified toe angle is the setting
which achieves 0 degrees of toe when the vehicle is
moving.
Incorrect toe-in or toe-out will cause tire wear and re
duced fuel economy. As the individual steering and
sus-pension components wear from vehicle mileage,
additional toe will be needed to compensate for the
wear.
Always correct the toe dimension last.
CASTER
Caster is the tilting of the uppermost point of the steering
axis either forward or backward from the vertical when
viewed from the side of the vehicle. A backward tilt is
positive, and a forward tilt is negative. Caster influences
directional control of the steering but does not affect
tire wear. Weak springs or overloading a vehicle will
affect caster. One wheel with more positive caster will
pull toward the center of the car. This condition will
cause the car to move or lean toward the side with the
least amount of positive caster. Caster is measured in
degrees.
CAMBER
Camber is the tilting of the top of the tire from the
vertical when viewed from the front of the vehicle. When
the tires tilt outward, the camber is positive. When the
tires tilt inward, the camber is negative. The camber
angle is measured in degrees from the vertical. Camber
in-fluences both directional control and tire wear.
If the vehicle has too much positive camber, the outside
shoulder of the tire will wear. If the vehicle has too
much negative camber, the inside shoulder of the tire
will wear.
DESCRIPTION AND OPERATION

SSAMGYONG MY2002
3A-22 FRONT AXLE
1. Heel contact
2. Toe contact
3. Face contact
4. Flank contactAdjust backlash
(Drecrease backlash)
Select proper shim(s) to
move the drive pinion
toward the ring gear
(toward toe)
Adjust backlash
(Increase backlash)
Select proper shim(s) to
move the drive pinion
against the ring gear
(toward heel)
Adjust backlash
(Increase pinion shim)
Move the drive pinion
toward the ring gear
(toward center of ring
gear)
Adjust backlash
(Decrease pinion shim)
Move the ring gear toward
the drive pinion (toward
ring gear center line) Excessive backlash (little)
Noise can be occurred
Insufficient backlash (little)
Tooth can be damaged
or broken under heavy
load
Excessive backlash (much)
Drive pinion shaft is
apart from the ring gear
Noise can be occurred
Insufficient backlash (much)
Gear contacts on the
low flank
Gear can be damaged
or worn
Noise can be occurred
Inspection of Ring Gear Tooth Contact
Pattern
Normal Contact
Apply gear-marking compound (Prussian blue / red
lead) on the ring gear teeth. Rotate the ring gear and
check the tooth contact pattern.
KAA3A450
Abnormal Contact
Tooth contact pattern Possible cause Remedy
KAA3A460
KAA3A470
KAA3A480KAA3A500
KAA3A510
KAA3A520
KAA3A490KAA3A530

SSANGYONG MY2002
3D-22 REAR AXLE
Adjust backlash
(Drecrease backlash)
Select proper shin to
move the drive pinion
toward the ring gear
(toward toe)
Adjust backlash
(Increase backlash)
Select proper shim to
move the drive pinion
against the ring gear
(toward heel)
Adjust backlash
(Increase pinion shim)
Move the drive pinion
toward the ring gear
(toward center of ring
gear)
Adjust backlash
(Decrease pinion shim)
Move the ring gear
toward the drive pinion
(toward ring gear
center line) Excessive backlash
Noise can be occurred
Insufficient backlash
Tooth can be damaged
or broken under heavy
load
Excessive backlash
Drive pinion shaft is
apart from the ring gear
Noise can be occurred
Insufficient backlash
Gear contacts on the
low flank
Gear can be damaged
or worn
Noise can be occurred
Inspection of Ring Gear Tooth Contact
Pattern
1. Normal Contact
Apply gear-marking compound (prussian blue/red
lead) on the ring rear teeth. Rotate the ring gear
and check the to the contact pattern.
KAA3D500
Tooth contact pattern Possible cause Remedy
KAA3D510
KAA3D530
KAA3D550KAA3D520
KAA3D540
KAA3D560
KAA3D570KAA3D580
2. Abnormal contact
1. Heel contact
2. Toe contact
3. Face contact
4. Flank contact

SSANGYONG MY2002
4E-2 REAR BRAKES
DESCRIPTION AND OPERATION
DRUM BRAKE
This drum brake assembly is a leading/trailing shoe
design.
Both brake shoes are held against the wheel cylinder
pistons by the lower return spring and the fixed anchor
plate near the lower return spring. When the brakes
are applied, the wheel cylinder pistons move both
shoes out to contact the drum. With forward wheel
rotation, the forward brake shoe will wrap into the drum
and become selt-energized. With reverse wheel
rotation, brake shoes is transferred to the anchor plate
through the braking plate to the axle flange.
Adjustment is automatic and occurs on any service
brake application. Do not switch the position of shoes
that have been in service, as this may render the self-
adjustment feature inoperative and result in increased
pedal travel.
The brake drum must have high abrasion resistance,
heatproof, high stiffness, fatigue stiffness and strength
enough not to make any deformation. The temperature
of the drum surface comes up to 500 - 700 °C on brake
operation by the friction with the lining. When the
temperature of the drum surface continues to keep
high, the friction coefficient goes down and the ‘fade
development’ occurs. When the brake is applied often
on the hill, any accident may be occur.
YAD4C010
Wheel Cylinder
Both wheel cylinder diameters are same in order to
balance the friction forces of both shoes.
The hydraulic pressure from the master cylinder is
provided to the wheel cylinder and the piston in the
wheel cylinder allows to push both shoes toward the
drum resulted in generating the braking force.
Brake Lining
The brake lining is installed with the brake shoe and
pushed toward the drum for applying the brake pedal.
Thus, lining must have high-heat tolerance, abrasion
resistance and high friction coefficient.
Brake Lining and Drum Clearance Automatic
Control System
If the lining’s wear is excessive, the piston moves to
long distance and the pedal travel increases. The
clearance between the drum and the brake lining
should be adjusted.
Generally the drum brake must be adjusted regularly
and thus the clearance automatic control system
enables to adjust the clearance between the brake
lining and the drum resulting from brake lining wear.
YAD4C020
1 Cylinder Housing
2 Boot
3 Spring
4 Piston Cup
5 Piston
6 Air Bleeder1 Cylinder Housing
2 Boot
3 Spring
4 Piston Cup
5 Piston
6 Air Bleeder