steering SSANGYONG NEW ACTYON SPORTS 2012 User Guide

08-8
5. TROUBLESHOOTING
Problem Cause Action
Vehicle rollingBroken stabilizer bar Replace
Faulty shock absorber Replace
Abnormal noise.Loosening mounting Retighten
Damaged or worn wheel bearing Replace
Damaged shock absorber Replace
Damaged tire Replace
Poor ridingOver inflated tire Adjust pressure
Faulty shock absorber Replace
Loosened wheel nut Tighten as specified torque
Bent or broken coil spring Replace
Damaged tire Replace
Worn bushing Replace
Vehicle pulls to one sideDeformed arm assembly Replace
Worn bushing Replace
Bent or broken coil spring Replace
Hard steeringExcessive resistance of lower arm
ball jointReplace
Insufficient tire pressure Replace
Faulty power steering Replace
Unstable steering
Worn or loosened lower arm
bushingRetighten or replace
Vehicle bottoming
Worn or broken coil spring Replace
Vehicle height loweredOver loaded on the vehicle -
Defective shock absorber Replace
Defective coil spring Replace

08-12
4. WHEEL ALIGNMENT
The front wheels have specific angle to allow control of the steering wheel with less effort, ensure
driving stability, improve steering wheel restoration and steering performance, and minimize the
tires wear.
1) Toe-in
The difference of measured distances between the front ends of the tires (A) and the rear ends of
the tires (B) along the same axle when viewed the wheels from the top
Toe-in
2 ± 2 mm (0~4 mm)
When viewed from the top, the distance between the tire centers is smaller in the front than in
the rear. ▶
Side slip protection
Parallel front wheels rotation (straight ahead driving is ensured by toe-in to prevent the wheels
from tilting outwards by the camber while driving)
Prevention of uneven (outward) tire wear
Prevention of toe-out from wearing of steering linkage -
-
-
-
Front

08-134411-01
2) Camber
The angle between the center line of the tire and the vertical line when viewed from the front of
the vehicle
CamberLH -0.19° ± 0.25°
RH -0.29° ± 0.25°
Positive camber: Top of the tire is tilted outward ▶
Advantages: The axle is not bent when it is loaded.
The force required to operate the steering wheel is reduced due to
smaller contact area (or load area) of the tire.
Restoring force of the steering wheel is gained (when turning the
steering wheel, the tire circles and the force to lift the frame is applied.
In this case, the shock absorber contracts and the restoration force is
applied to the steering wheel.) -
-
-
Disadvantages:Cornering force decreases as the positive camber increases when
the vehicle makes turn.
The hub bearing is worn unevenly if camber is excessive. -
-
Zero camber: When the tire center line is perpendicular to the ground level ▶
Negative camber ▶
Advantages:
Better traction force due to wide load area (applicable for off-road vehicle)
Better corner driving when the vehicle makes turn as the cornering force
increases (applicable for high-speed F1 vehicle) -
-
Disadvantages:
he axle is easy to be bent or deviated in the negative camber than in
the positive camber when load is applied on the axle.
Difficult to control due to wide load area. -
-

08-14
3) Caster
The angle between the vertical line and king pin, which fixes the steering knuckle and front axle,
(steering column which connects the top and bottom ball joints in the independent axle type)
when viewed the tires from the side.
Caster: With considering the height difference between the wheel centers of the front and rear
wheels. (Under standard condition that the vehicle is on a level ground) ▶
Positive caster: Top of the king pin is tilted backward from the vertical line of the wheel center
when viewed the tires from the side ▶
Advantages:Directional force to go straight (following control)
Restoring force of the wheel (restored to the straight ahead direction)
Prevention of wheel shimmy (wheels wobble left and right) -
-
-
Negative caster: Top of the king pin is tilted forward from the vertical line of the wheel center
when viewed the tires from the side ▶
Advantages:
Disadvantages:Impact from the road is transferred to the steering wheel (steering wheel
turns)
Poor straightness -
-Smaller turning radius -
CasterLH 4.4° ± 0.4°
RH 4.5° ± 0.4°

09-54850-01
3) Parts Arrangement
Part nameVehicle with CBSVehicle with ABS/EBDVehicle with ESP
HECU
Not appliedAppliedApplied Front wheel speed sensor
Rear wheel speed sensor
ABS warning lamp
EBD indicator
Longitudinal G sensor 2WD: N/A, 4WD: Applied Not applied
Sensor cluster
(Yaw rate sensor,
lateral/longitudinal G sensor)
Not applied Applied
ESP indicator
ESP OFF switch and warning
lamp
Steering wheel angle sensor
4) Components
ABS ESP+ARP
2WD 4WD 2WD 4WD
Whhel speed sensor 4 4 4 4
Sensor cluster N/A N/A Applied Applied
G-sensor N/A Applied N/A N/A
2H G-sensor - Operating - -
4H G-sensor - Operating - -
4L G-sensor - Operating - -
2H sensor cluster - - Operating Operating
4H sensor cluster - - Operating Operating
4L sensor cluster - - Operating Operating

10-6
1. SYSTEM OVERVIEW
1) What is ABS?
When braking suddenly or braking on slippery roads, the vehicle keeps moving forward but the
wheels are locking and not rotating. If these happen, the vehicle may lose stability or rotate
resulting in an accident. ABS helps to maintain directional stability and control of the vehicle. ABS
is designed to secure more safety and increase the control of steering wheel during emergency
braking situation. But, ABS does not guarantee perfect safety beyond its physical limit. ABS in
this vehicle contains EBD function. In normal driving conditions, the brake system operates
without ABS function.
2) What is EBD (Electronic Brake-force Distribution)?
EBD is an automobile brake technology that automatically varies the amount of force applied to
each of a vehicle's brakes, based on road conditions, speed, loading, etc. Always coupled with
anti-lock braking systems, EBD can apply more or less braking pressure to each wheel in order to
maximize stopping power whilst maintaining vehicular control. EBD does not operate when ABS is
working.
ABS effect according to braking conditions ▶
Braking on split road Maneuvering while braking

11-34890-10
1. SPECIFICATION
1) Specification of Active Wheel Sensor
Description Specification Remark
Supplying voltage 4.5 ~ 16.0V
Output current (at 2.75 km/h of
vehicle speed)7mA(Lo) ~ 14mA(Hi)
Tightening torqueFront: 7.8 to 11.8 Nm
Rear: 7.8 to 11.8 Nm
Operating temperature-40 ~ 150℃
Operating frequency 1 ~ 2,500Hz
UnitDescription
Specification
ABS ESP
HECU Clock frequency: 32 MHz Clock frequency: 50 MHz
Memory: 128 KB Memory: 256 KB
Wheel speed
sensorActive type Active type Output: 7~14
mA
Steering wheel
angle sensorNone Max. detection angle speed:
1500 °/SecPulse duty:
50±10%
Operating voltage: 9 to 12 V
Sensor cluster None Yaw rate sensor + lateral G
sensor + longitudinal G sensor
(4WD)Mounting
direction should
be kept (CAN
communcation)
Longitudinal G
sensor4WD only None
Pressure
sensorNone HECU integrated

11-4
2) Specification of Steering Wheel Angle Sensor
3) Specification of Sensor Cluster
Description Specification
Operating voltage 9 to 16 V
Maximum output current 10 mA
Maximum detection angle speed±100°/Sec
Operating temperature-30 to 75 ℃
Supplying voltage 9 to 16 V (battery voltage)
Output voltage (HI) approx. 3.50 V (3.0 to 4.1 V)
Output voltage (LO) approx. 1.50 V (1.3 to 2.0 V)
Pulses/rev 45 pulses/rev
Description Specification
Supplying voltage approx. 12 V (8 to 16 V)
Current consumption below 250 mA -
Operating range Yaw rate sensor± 75 °/Sec
Lateral/longitudinal sensor± 14.7m/Sec²

11-54890-10
2. SYSTEM LAYOUT
ESP System ▶
Sensor - front wheel speed
Sensor - rear wheel speed
Screw (7.8~11.8 Nm)
Clip - cable holder
Clip - sensor cable mounting rear
Plug - blind
HECU
Sensor - cluster
Nut (9.8~10.8 Nm)
ESP OFF switch
Steering wheel sensor 1.
2.
3.
4.
5.
6.
9.
10.
11.
12.
13.

11-74890-10
1. OVERVIEW
The ESP (Electronic Stability Program) has been developed to help a driver avoid danger of losing
control of the vehicle stability due to understeer or oversteer during cornering. The yaw rate
sensor, lateral sensor and longitudinal sensor in the sensor cluster and the steering wheel angle
sensor under the steering column detect the vehicle conditions when the inner or outer wheels are
spinning during oversteer, understeer or cornering. The ESP ECU controls against oversteer or
understeer during cornering by controlling the vehicle stability using input values from these
sensors and applying the braking force to the corresponding wheels independently. The system
also controls the engine power right before the wheel spin synchronized to decelerate the vehicle
automatically in order to maintain the vehicle stable during cornering.