torque SSANGYONG TURISMO 2013 User Guide

02-38
Torque change curve of engine and drive shaft
Compression stroke Combustion stroke
Small changes from engine (k):
Damper increases the torque changes to clutchLarge changes from engine (j):
Damper decreases the torque changes to
transaxle by absorbing the impact
3) Operation
Compensating the irregular operation of engine: The secondary flywheel operates almost evenly
so does not cause gear noises
The mass of the primary flywheel is less than conventional flywheel so the engine irregularity
increases more (less pulsation absorbing effect).
Transaxle protection function: Reduces the torsional vibration to powertrain (transaxle) by reducing
the irregularity of engine. -
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4) Features
Reduced vibration noise from the powertrain by blocking the torsional vibrations
Enhanced vehicle silence and riding comforts: reduced engine torque fluctuation
Reduced shifting shocks
Smooth acceleration and deceleration -
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5) Advantages
Improved torque response by using 3-stage type spring: Strengthens the torque response in all
ranges (low, medium, and high speed) by applying respective spring constant at each range.
Stable revolution of the primary and secondary wheel by using planetary gear: Works as auxiliary
damper against spring changes
Less heat generation due to no direct friction against spring surface: Plastic material is covered on
the spring outer surface
Increased durability by using plastic bushing (extends the lifetime of grease) -
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6) Drive Plate
Drive plate receives the power from the start motor when starting the engine. With this, the drive plate
initially drives the power train system. And, it is connected to the torque converter to transfer the engine
torque to the power train system.
Trigger ring
Drive plate
Components ▶

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Plug the removed components with clean and undamaged sealing caps and store it into the box to
keep the conditions when it was installed. 6.
Fuel filter assembly
Follow the job procedures. If you find a defective component, replace it with new one. 5.
Once disconnected, the fuel pipes between HP pump and fuel rail and between fuel rail and each
injector should be replaced with new ones. The pipes should be tightened tospecified tightening
torques during installation. Over or under torques out of specified range may cause damages and
leaks at connections. Once installed, the pipes have been deformed according to the force during
installation, therefore they are not reusable. The copper washer on injector should be replaced with
new one. The injector holder bolt should be tightened to specified tightening torque as well. If not, the
injection point may be deviated from correct position, and it may cause engine disorder.
To supply the fuel to transfer line of HP
pump press the priming pump until it
becomes hard. 7.
Priming pump
Check the installed components again and connect the negative battery cable. Start the engine and
check the operating status.
With Scan Tool, check if there are current faults and erase the history faults. 8.
9.
Priming pump cap

03-18
3. CAUTIONS FOR DI ENGINE
1) Cautions for DI Engine
This chapter describes the cautions for DI engine equipped vehicle. This includes the water separation
from engine, warning lights, symptoms when engine malfunctioning, causes and actions.
DI Engine 1.
Comparatively conventional diesel engines, DI engine controls the fuel injection and timing electrically,
delivers high power and reduces less emission.
System Safety Mode 2.
When a severe failure has been occurred in a vehicle, the system safety mode is activated to protect
the system. It reduces the driving force, restricts the engine speed (rpm) and stops engine operation.
Refer to "Diagnosis" section in this manual.
Engine CHECK Warning Lamp 3.
The Engine CHECK warning lamp on the instrument cluster comes on when the fuel or
major electronic systems of the engine are not working properly. As a result, the
engine’s power output may decrease or the engine may stall.
Water Separator Warning Lamp
4.
When the water level inside water separator in fuel filter exceeds a certain level (approx.
45 cc), this warning light comes on and buzzer sounds.
Also, the driving force of the vehicle decreases (torque reduction). If these conditions
occur, immediately drain the water from fuel filter.

06-18
Maximizes the intake air charging efficiency (Approx. 15%) -Optimizes the exhaust gas flow rate by controlling the vanes inside the turbine housing with the
EActuator. 1.
(2) E-VGT Actuator (Electric-Actuator)
Target temperature and airflow control
-Enhanced emmission control: By temperature control with CDPF system 1.
(1) Performance (for EURO V)
Has a faster response time than the conventional vacuum actuator. 2.
Improved low speed torque, high speed power and fuel economy.
Improved acceleration performance with rapid response time of vane. -
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1) Features
Features
Benefits
Folding and unfolding of the vane is
controlled electrically
Easy to get low speed air volume
Rapid response time
Electric control -
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Improved low speed torque and
power
Reduced exhaust gas
Improved fuel consumption
Improved acceleration
performance -
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Control
rangeTurbocharger
driving
mechanismControl
methodEffectImproved
performance
At low
speedNarrows the
flow passage fo
r
the exhaust gas
by folding the
vanesThe flow rate is
increased as the
exhaust gas passes
the narrow passage
→ Increased
turbine & impeller
speed, Increased
compressive forceImproved
low speed torque
4. OPERATING PRINCIPLES
The E-VGT is designed to get more improved engine power in all ranges by controlling the turbine as
follows:
1) How it Works at Low Speed
Normal turbocharger cannot get the turbo effect because the amount of exhaust gas is not enough
and the flow speed is slow in a low speed zone, but VGT allows the flow passage of exhaust to narrow,
resulting in increasing the flow speed of exhaust gas and running the turbine quickly and powerfully.
Therefore, as VGT can intake more air than normal turbocharger, it can give the benefit of the
increased output even in a low speed zone.
Turbocharger lag
The turbocharger is at idle speed when there is no load or it is in the normal driving condition. During
this period, the amount of exhaust gas passing through the turbine is not enough to turn the
compressor wheel (impeller) fast. Therefore, the intake air is not compressed as needed. Because
of this, it takes time for turbocharger to supply the additional power after the accelerator pedal is
depressed. This is called "turbocharger lag".Basic principle at low speed
At low speed, it utilizes the principle of venturi.
For example, when air flows through the venturi
tube, the flow speed is faster and the pressure
is lower at the point "A". In this case, if the inner
diameter of venturi is more narrowed, the flow
speed is so much faster (refer to the equation). ※

08-4
2. INSPECTION
Possible Cause Action
Coolant level
is
too low- Leak from the radiator
- Leak from the coolant auxiliary tank
- Leak from the heater core- Change the radiator
- Change the coolant auxiliary tank
- Change the heater
- Leak from the coolant hose
connections
- Damaged coolant hose - Reconnect the hose or replace
the clamp
- Change the hose
- Leak from the water pump gasket
- Leak from the water pump internal
seal- Change the gasket
- Change the water pump
- Leak from the water inlet cap
- Leak from the thermostat housing- Change the water inlet cap
gasket
- Change the thermostat sealing
- Incorrect tightening torque of the
cylinder head bolts
- Damaged cylinder head gasket- Tighten the bolts to the specified
torque
- Change the cylinder head gasket
Coolant
temperature is
too high- Coolant leakage (Coolant level is low)
- Improper coolant mixture ratio
- Kinked coolant hose- Add coolant
- Check the coolant concentration
(Anti-freeze)
- Repair or replace the hose
- Defective thermostat
- Defective water pump
- Defective radiator
- Defective coolant auxiliary tank or tank
cap- Change the thermostat
- Change the water pump
- Change the radiator
- Change the coolant auxiliary tank
or tank cap
- Cracks on the cylinder block or
cylinder head
- Clogged coolant passages in the
cylinder block or cylinder head- Change cylinder block or cylinder
head
- Clean the coolant passage
- Clogged radiator core - Clean the radiator core
- Improper operation of cooling fan - Replace the cooling fan or repair
the related circuit
- Defective temperature sensor or
faulty wiring- Replace the sensor or repair the
related wiring
Coolant
temperature is
too low- Thermostat is stuck open - Change the thermostat
- Improper operation of cooling fan - Replace the cooling fan or repair
the related circuit
- Defective temperature sensor or faulty
wiring- Replace the sensor or repair the
related wiring

10-4
1. OVERVIEW
The pre-heating system for D20DTR engine has the glow plug to the cylinder head (combustion
chamber), and improves the cold start performance and reduces the emission level.
The pre-heating resistor (air heater) is used to heat the intake air.
This enables the diesel fuel to be ignited in low temperature condition.
The ECU receives the information such as, engine rpm, coolant temperature, engine torque, etc.,
through CAN communication during pre-heating process; and the pre-heating control unit controls the
pre-heating, heating during cranking and post-heating by the PWM control.
Glow plug
Engine ECU (D20DTR)Glow indicator
Glow plug control unit
(GCU)

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2) Input/Output Devices
3) Control Logic
The EGR system controls the EGR amount based on the map values shown below:
Main map value: Intake air volume
Auxiliary map value: ※
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Compensation by the coolant temperature
Compensation by the atmospheric pressure: Altitude compensation
Compensation by the boost pressure deviation (the difference between the requested value and
the measured value of boost pressure)
Compensation by the engine load: During sudden acceleration
Compensation by the intake air temperature -
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The engine ECU calculates the EGR amount by adding main map value (intake air volume) and
auxiliary map value and directly drives the solenoid valve in the E-EGR to regulate the opening extent
of the EGR valve and sends the feedback to the potentiometer.
(1) Operating conditions
Intake air temperature: between -10 and 50℃
Atmospheric pressure: 0.92 bar or more
Engine coolant temperature: between 0 and 100°C
When there is no fault code related to EGR -
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(2) Shut off conditions
Abrupt acceleration: with engine speed of 2600 rpm or more
When the engine is idling for more than 1 minute
Vehicle speed: 100 km/h or more
Engine torque: 380 Nm or more -
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1. ENGINE DATA LIST
Data Unit Value
Coolant temperature℃ 130℃~-40℃
Intake air temperature℃ -40 to 130℃ (varies by ambient air
temperature or engine mode)
Idle speed rpm 750 ± 50 (P/N)
Engine load % 18~25%
Mass air flow kg/h 16 to 25 kg/h
Throttle position angle°TA 0° (Full Open) to 78° (Close)
Engine torque Nm varies by engine conditions
Injection time ms 3 to 5ms
Battery voltage V 13.5 V to 14.1 V
Accelerator pedal position 1 V 0.4. to 4.8V
Accelerator pedal position 2 V 0.2 to 2.4 V
Throttle position 1 V 0.3 to 4.6 V
Throttle position 2 V 0.3 to 4.6 V
Oxygen sensor V 0 to 5 V
A/C compressor switch
1=ON / 0=OFF -
Full load 1=ON / 0=OFF -
Gear selection (A/T) 1=ON / 0=OFF -
Knocking control 1=ON / 0=OFF -
Brake switch 1=ON / 0=OFF -
Cruise control 1=ON / 0=OFF -