SSANGYONG KORANDO 1997 Service Repair Manual

M161 ENGINE CONTROLS 1F2 -- 33
D AEW OO M Y_2000
KAB1F440
Failure
CodeDescriptionTrouble AreaMaintenance Hint
56No. 1 knock sensor
signal failure
When recognition in more
than control gain threshold at
normal operational condition
of other system during over
75 and 3,000 rpm running
area (cylinder 1, 2, 3, 4)DInspection the ECM pin 118, 117 about
short circuit or open with bad contact
DInspection the KS 1 malfunction
DInspection the ECM
Circuit Description
The KS system is used to detect engine detonation, allowing the ECM to retard the ignition control spark timing based
on the KS signal being received. The KS signal’s amplitude and frequency depend upon the amount of knock being
experienced. The ECM monitors the KS signal and can diagnose the KS sensor and circuitry.
Knock Sensor Resistance Inspection
1. Disconnect the coupling from ECM while the ignition switch is in “OFF” position.
2. Measure the resistance between the coupling terminal pin No. 118 and No. 117 using a multimeter.
Specified Value
>10 MΩ
Notice:Replace the KS if the measured values is out of the specified values. Check the connector and wire connec-
tion between ECM and the KS if the measured values are normal.

1F2 -- 34 M161 ENGINE CONTROLS
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SPARK PLUG
YAA1F990

M161 ENGINE CONTROLS 1F2 -- 35
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KAB1F450
Failure
CodeDescriptionTrouble AreaMaintenance Hint
68Random / Multiple
Misfire
When detection misfire of
multiple cylinder for source of
over the emission threshold or
catalyst damage
DInspection the ignition system
DInspection the injection system
DInspection the fuel pressure
DInspection the compression pressure
DInspection the valve timing or
clearance
DInspection the air flow sensor
DInspection the crankshaft position
sensor and air gap
DInspection the engine wiring system
DInspection the Engine Control Module
(ECM)
Circuit Description
The ECM monitors the crankshaft and camshaft positions to detect if the engine is misfiring. The ECM looks for a quick
drop in crankshaft speed. Misfire multiple cylinder is monitored by engine roughness measuring. The actual roughness
value is compared with the actual (emission and catalyst damage) threshold.

1F2 -- 36 M161 ENGINE CONTROLS
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Spark Plug Cable Resistance Inspection
1. Turn the ignition switch “OFF” position.
2. Disconnect the spark plug cables Refer toSection 1E1, Engine electrical.
3. Measure the spark plug resistance using a multimeter.
Specified Value
1.8 ~ 2.2 kΩ
Notice:Replace the spark plug cable if the measured values is out of the specified values.

M161 ENGINE CONTROLS 1F2 -- 37
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BLANK

1F2 -- 38 M161 ENGINE CONTROLS
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SYSTEM VOLTAGE
KAB1F190
Failure
CodeDescriptionTrouble AreaMaintenance Hint
08System voltage too low
Malfunction in recognition of
system source voltage.
Less than minimum 8 volts in
2,000 rpm below, or less than
10 volts in 2,000 rpm above.
DMonitoring the actual battery voltages
through the scan tool
DInspection the Engine Control Module
(ECM) pin 12, 11, 10, 5 about short
circuit or open with bad contact
DInspection the over voltage protection
relay
DInspection the battery
DInspection ECM

M161 ENGINE CONTROLS 1F2 -- 39
D AEW OO M Y_2000
IGNITION SWITCH
KAB1F200
Failure
CodeDescriptionTrouble AreaMaintenance Hint
71Starter signal
recognition failureWhen not detection of starter
signal
DInspection the Engine Control Module
(ECM) pin 2 circuit short or open with
bad contact
DInspection ECM

1F2 -- 40 M161 ENGINE CONTROLS
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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.

M161 ENGINE CONTROLS 1F2 -- 41
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Battery Voltage Correction Mode
When battery voltage is low, the ECM can compensate for a weak spark delivered by the ignition module by using the
following methods:
DIncreasing the fuel injector pulse width.
DIncreasing the idle speed rpm.
DIncreasing the ignition dwell time.
Fuel Cut- Off Mode
No fuel is delivered by the fuel injectors when the ignition is off. This prevents dieseling or engine run -- on. Also, the fuel
is not delivered if there are no reference pulses received from the CKP sensor. This prevents flooding.

1F2 -- 42 M161 ENGINE CONTROLS
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FUEL PUMP
YAA1F380
Requirements for Fuel Pump
ItemSpecified ValueItemSpecified Value
System Pressure3.8 barMinimum Delivery at 8V30 Litre/Hr
Maximum Pressure8.5 bar (12 V)Operating Voltage8V
Minimum Pressure5.0 bar (12 V)Maximum Allowable
Current7.5 A
Nominal Voltage12 VAmbient Temperature-- 30 ~ +70°C
Minimum Amount
of Fuel Supply114 Liter/Hr (12 V, 3.8 bar,
-- 30 ~ +70°C)Maximum Amount
of Fuel Supply165 Liter/Hr (12V, 3.8 bar,
-- 3 0 ~ + 7 0°C)