ABS SSANGYONG KORANDO 1997 Service Repair Manual

GENERAL INFORMATION 0B -- 3
D AEW OO M Y_2000
Clutch - Manual Type
Application661LA662NA662LA2.0L
DOHC2.3L
DOCH3.2L
DOCH
Ty p eSingle Dry Diaphram
Outside Diameter (mm)225225240225225240
Inside Diameter (mm)150150150150150155
Thickness9.29.29.29.29.29.3
FluidCommon use :Brake Fluid
Manual Transmission
Application661LA662NA662LA2.0L
DOHC2.3L
DOCH3.2L
DOCH
MakerTREMECTREMECTREMECTREMECTREMECTREMEC
Type or ModelT5T5T5T5T5T5
Gear Ratio : 1st3.9693.9693.9693.9693.9693.969
2nd2.3412.3412.3412.3412.3412.341
3rd1.4571.4571.4571.4571.4571.457
4th1.0001.0001.0001.0001.0001.000
5th0.8510.8510.8510.8510.8510.851
Reverse3.7053.7053.7053.7053.7053.705
Final Drive Ratio4.554.554.554.894.553.73
Oil Capacity (L)3.43.43.43.43.43.4
Auto Transmission
Application661LA662LA2.3L DOCH3.2L DOCH
MakerBTRABTRABTRABTRA
Type or ModelM74 4WDM74 4WDM74 4WDM74 4WD
Gear Ratio : 1st2.7412.7412.7412.741
2nd1.5081.5081.5081.508
3rd1.0001.0001.0001.000
4th0.7080.7080.7080.708
Reverse2.4292.4292.4292.429
Final Drive Ratio5.3804.8905.8604.890
Oil Capacity (L)9999
Brake
ApplicationSpecifications
Booster Sizenon-- ABS8inch + 9inch
ABS 5.07inch + 8inch
ABS 5.38inch + 9inch
Master Cylinder Diameter(mm)φ25.4
Booster Ratio5.6 : 1
Front Brake : Disc Type
Rear Brake : Disc TypeVentilated
Solid

1F1 -- 14 M162 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
001F1 -- 66Engine coolant temperature sensor low voltage
011F1 -- 66Engine coolant temperature sensor high voltage
021F1 -- 66Engine coolant temperature sensor plausibility
031F1 -- 62Intake air temperature sensor low voltage
041F1 -- 62Intake air temperature sensor high voltage
051F1 -- 62Intake air temperature sensor plausibility
061F1 -- 66Engine coolant temperature insufficient for closed loop fuel control
081F1 -- 38System voltage too low
091F1 -- 62Mass air flow sensor plausibility
101F1 -- 62Mass air flow sensor low voltage
111F1 -- 62Mass air flow sensor high voltage
171F1 -- 23Crankshaft position sensor signal failure (no engine revolution signal)
181F1 -- 23Crankshaft position sensor signal failure (rpm > max. value)
191F1 -- 27Camshaft position senosr signal : No.1 cylinder recognition failure
201F1 -- 23Crankshaft position sensor signal failure (gap recognition failure)
211F1 -- 90Transmission coding failure
231F1 -- 88CAN communication failure : ASR/MSR
241F1 -- 88CAN communication failure : ABS
251F1 -- 94Communication with transponder missing
261F1 -- 88CAN communication failure : TCU (A/T only)
271F1 -- 88CAN communication failure : TOD (E32 only)
291F1 -- 89CAN communication failure : ID 200h not plausible
301F1 -- 89CAN communication failure : ID 208h not plausible
311F1 -- 89CAN communication failure : communication initialization failure
321F1 -- 78Engine rpm output circuit short circuit to battery
331F1 -- 78Engine rpm output circuit short circuit to ground or open
341F1 -- 43Fuel pump relay short circuit to battery
351F1 -- 43Fuel pump relay short circuit to ground or open

1F1 -- 40 M162 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.

1F1 -- 50 M162 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

1F1 -- 56 M162 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

1F1 -- 60 M162 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.

1F1 -- 74 M162 ENGINE CONTROLS
D AEW OO M Y_2000
CRUISE CONTROL SWITCH
KAB1F300
Failure
CodeDescriptionTrouble AreaMaintenance Hint
129
Cruise control “OFF”
due to message counter
failureCruise control system
Message counter fault
130Vehicle speed signal
failureWhen malfunction of
auto-- cruise systemDMonitoring the actual recognition
status and vehicle speed signal
throughscantool
131Vehicle speed signal
failure
autocruisesystem
Implausible condition of
vehicle speed signal.through scan tool
DInspection the Engine Control Module
(ECM)pin52,53,54,55,57about
132Cruise control lever
failureCruise control lever defective
(ECM)pin52,53,54,55,57about
short circuit or open with bad contact
DInspection the CAN and ABS
133Cruise control
acceleration failureCruise control system
Implausible condition of
acceleration signal
InspectiontheCANandABS
DInspection the cruise control lever
switch
DInspection the ECM
134Cruise control
deceleration failureCruise control system
Implausible condition of
deceleration signal
p
Circuit Description
Cruise control is an automatic speed control system that maintain a desired driving speed without using the accelerator
pedal. The vehicle speed must be greater than 40 km/h to engage cruise control.

1F1 -- 88 M162 ENGINE CONTROLS
D AEW OO M Y_2000
SERIAL DATA COMMUNICATION
KAB1F350
Failure
CodeDescriptionTrouble AreaMaintenance Hint
23CAN communication
failure: ASR/MSR
When CAN signal message
missing or implausibility for
ASR/MSR unit or not
initialized condition
DInspection the ASR unit with CAN
connection
DInspection the Engine Control Module
(ECM) pin 38, 37 about short circuit or
open with bad contact
DInspection the ECM
24CAN communication
failure: ABS
When CAN signal message
missing or implausibility for
ABS unit or not initialized
conditionDInspection the ABS unit with CAN
connection
DInspection the ECM pin 38, 37 about
short circuit or open with bad contact
DInspection the ECM
26CAN communication
failure: TCU (A/T only)
When CAN signal message
missing or implausibility for
TCU unit or not initialized
conditionDInspection the TCM unit with CAN
connection
DInspection the ECM pin 38, 37 about
short circuit or open with bad contact
DInspection the ECM
27
CAN communication
failure: TOD
(E32 only)When CAN signal message
missing or implausibility for
TOD unit or not initialized
conditionDInspection the TOD unit with CAN
connection
DInspection the ECM pin 38, 37 about
short circuit or open with bad contact
DInspection the ECM

M162 ENGINE CONTROLS 1F1 -- 89
D AEW OO M Y_2000
Failure
CodeDescriptionTrouble AreaMaintenance Hint
29
CAN communication
failure: ID 200h not
plausibleWhen CAN signal message
missing or implausibility for
ABS/ABD unit or not
initialized conditionDInspection the ABS/ABD unit with
CAN connection
DInspection the ECM pin 38, 37 about
short circuit or open with bad contact
DInspection the ECM
30
CAN communication
failure: ID 208h not
plausibleWhen CAN signal message
missing or implausibility for
ABS/ABD unit or not
initialized conditionDInspection the ABS/ABD unit with
CAN connection
DInspection the ECM pin 38, 37 about
short circuit or open with bad contact
DInspection the ECM
31
CAN communication
failure: communication
initialization failure
When CAN signal message
missing or implausibility for
each unit (ABS, ASR, TCM,
TOD etc.) or not initialized
conditionDInspection the each control unit with
CAN connection
DInspection the ECM pin 38, 37 about
short circuit or open with bad contact
DInspection the ECM
59
CAN communication
failure: MSR data
transmission not
plausibleWhen CAN signal message
missing or implausibility for
MSR unit or not initialized
condition
DInspection the MSR unit with CAN
connection
DInspection the Engine Control Module
(ECM) pin 38, 37 about short circuit or
open with bad contact
DInspection the ECM
60
CAN communication
failure: ASR data
transmission not
plausibleWhen CAN signal message
missing or implausibility for
ASR unit or not initialized
condition
DInspection the ASR unit with CAN
connection
DInspection the Engine Control Module
(ECM) pin 38, 37 about short circuit or
open with bad contact
DInspection the ECM
Circuit Description
The provision for communicating with the ECM is the Data Link Connector (DLC). It is located in the instrument panel
fuse block. The DLC is used to connect the scan tool. Battery power and ground is supplied for the scan tool through
the DLC. CAN line is used to communicate with the other module such as the Transmission Control Module (TCM) and
Transfer Case Control Unit (TCCU).
Keyword 2000 Serial Data Communications
Each bit of information can have one of two lengths: long or short. This allows vehicle wiring to be reduced by transmit-
ting and receiving multiple signals over a singles wire. The message carried on KWP 2000 data streams are also priori-
tized. If two messages attempt to establish communications on the data line at the same time, only the message with
higher prioritywill must wait.

D AEW OO M Y_2000
SECTION 1B2
M161 ENGINE MECHANICAL
CAUTION: 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 other -
wise noted.
TABLE OF CONTENTS
Specifications 1B2 -- 2............................
Fastener Tightening Specifications 1B2 -- 2..........
Special Tools 1B2 -- 4.............................
Special Tools Table 1B2-- 4.......................
Maintenance and Repair 1B2 -- 7...................
On-- Vehicle Service 1B2-- 7.........................
Engine Assembly 1B2-- 7.........................
Crankcase Ventilation System 1B2-- 14.............
Generator 1B2-- 18..............................
Engine Mount 1B2-- 19...........................
Poly V-- Belt 1B2 -- 20.............................
Tensioning Device 1B2-- 22.......................
Tensioning Device Shock Absorber 1B2-- 23........
Poly V-- Belt Inspection 1B2-- 24...................
Cylinder Head Cover 1B2-- 26.....................
Cylinder Head Front Cover 1B2 -- 28...............
Cylinder Head 1B2-- 30...........................
Timing Gear Case Cover 1B2-- 34.................
Crankshaft Sealing Rear Cover 1B2-- 37...........
Belt Pulley and Vibration Damper 1B2-- 39..........
Crankshaft Front Radial Seal 1B2-- 42.............
Crankshaft Rear Radial Seal 1B2-- 44..............
Crankshaft 1B2-- 45.............................
Flywheel / Driven Plate 1B2 -- 51...................
Camshaft Adjuster 1B2-- 54.......................Camshaft Sprocket Bolt 1B2-- 57..................
Camshaft 1B2-- 58..............................
Camshaft Timing Position 1B2 -- 61................
Valve Spring 1B2 -- 63............................
Valve Stem Seal 1B2-- 67........................
Chain Tensioner 1B2-- 68.........................
Timing Chain 1B2-- 72............................
Tensioning Rail 1B2-- 77..........................
Cylinder Head Guide Rail 1B2-- 78.................
Crankcase Guide Rail 1B2-- 80....................
Crankshaft Sprocket 1B2-- 81.....................
Piston 1B2-- 83..................................
Connecting Rod 1B2-- 86.........................
Piston Ring 1B2 -- 88.............................
Oil Pan 1B2-- 90.................................
Engine Oil and Oil Filter Element 1B2-- 92..........
Oil Pump 1B2-- 95...............................
Oil Pressure Relief Valve 1B2-- 97.................
Oil Non-Return Valve 1B2-- 98....................
Oil Dipstick Guide Tube 1B2-- 99..................
Unit Repair 1B2 -- 100............................
Core Plugs in Crankcase 1B2-- 100................
Cylinder Bore 1B2-- 102..........................
Crankcase Mating Surface 1B2-- 104..............
Cylinder Head Mating Surface 1B2-- 106...........