SSANGYONG TURISMO 2013 Service Manual

12-6
2) Tire Unit Indication
Aspect ratio (%)
= Nominal section height (H) / Nominal section
width (W)
X 100
3) Tire Inflation Pressure (35 psi)
Proper inflation pressure Excessive inflation pressure Low inflation pressure
The contact area between the
ground and tire faces the tread
layer completely. Thus the driving
force and the braking force are
optimized, and the tire is worn out
evenly resulting in increased life.The contact area between the
ground and tire is not enough,
so the tire is worn out unevenly
and the tire is vulnerability to
outside influence.The contact area between the
ground and tire is excessive, so
a lot of heat is generated and
the tire is worn out unevenly
and abnormally.
Tread widthTread widthTread width

12-74170-01
During driving, the rotating tire repeats deformation and restoring movement in is tread. This happens
when the tire pressure is low in high speed driving.
However, when the wheel rotating speed is fast, the tire is deformed even before it is restored to its
original shape and the trembling wave appears on the tread portion. If this symptom lasts for an
extended period of time, the tire can be blown out in a short period of time.
If the standing wave symptom occurs on the tire, rubber on the tread comes off and eventually the tire
can be blown out which is very dangerous. When driving at high speed, the inflation pressure should
be increased to decrease heat generation due to extension and contraction motion, to decrease
hydroplaning and to prevent standing wave.
To prevent this symptom, it is recommended to increase the tire pressure 10 ~ 30 % higher than the
specified pressure value in high speed driving.
Specified tire inflation pressure35 psi
2. ABNORMAL TIRE SYMPTOM
1) Standing Wave

12-8
When the vehicle is driven on a road surface covered with water at high speed, tires do not contact
with the road surface but rotate floating on a thin film of water.
It causes brake failure, lower traction force and losing the steering performance.
To prevent this, increase the tire inflation pressure, use tires with leaf shape tread which is not worn.
However, it is a best measure to drive slowly.
2) Hydroplaning

12-94170-01
If weight is not equally distributed around the wheel, unbalance centrifugal force by the wheel rotation
produces vibration. As the centrifugal force is produced proportional to the square of the rotating
speed, the wheel weight should be balanced even at high speed. There are two types of the tire and
wheel balancing: static and dynamic. Abnormal vibration may also occur due to unbalanced rigidity or
size of tires.
1) Static Balance
When the free rotation of the wheel is
allowed, the heavier part is stopped on the
bottom if the wheel weight is unbalanced
and this is called "Static Unbalance". Also,
the state at which tire's stop position is not
same is called "Static Balance" when the
wheel is rotated again. If the part A is heavie
r
as shown in the figure 1, add the balance
weight of a weight corresponding to
unbalanced weight from B to A to maintain
the static balance. If the static balance is not
maintained, tramping, up and down vibration
of the wheels, occurs.
2) Dynamic Balance
The static unbalance of the wheel creates
the vibration in the vertical direction, but
the dynamic unbalance creates the
vibration in the lateral direction. As shown
in the figure 2 (a), if two parts, (2) and (3),
are heavier when the wheels are under the
static balance condition, dynamic
unbalance is created, resulting in shimmy,
left and right vibration of the wheels, and
the torque Fxa is applied in the axial
direction. To correct the dynamic
unbalance, add the balance weight of a
same weight for two points of the
circumference of the rim, A and B, as
shown in the figure 2 (b), and apply the
torque in the opposite direction to the
torque Fxa to offset in order to ensure
smooth rotation of the wheel.
Center
a
a
Fxa
Fxa F
F
A
B
(a)(b)
[Figure 1]
[Figure 2]
3. WHEEL BALANCE

12-10
4. WHEEL ALIGNMENT
▶Toe-in
▶Camber
In automotive engineering, toe, also known as
tracking, is the symmetric angle that each wheel
makes with the longitudinal axis of the vehicle, as
a function of static geometry, and kinematic and
compliant effects. This can be contrasted with
steer, which is the anti-symmetric angle, i.e. both
wheels point to the left or right, in parallel
(roughly). Positive toe, or toe in, is the front of the
wheel pointing in towards the center line of the
vehicle. Negative toe, or toe out, is the front of the
wheel pointing away from the center line of the
vehicle. Toe can be measured in linear units, at
the front of the tire, or as an angular deflection.
Camber is the angle made by the wheels of a
vehicle; specifically, it is the angle between the
vertical axis of the wheels used for steering and
the vertical axis of the vehicle when viewed from
the front or rear. It is used in the design of
steering and suspension. If the top of the wheel
is farther out than the bottom (that is, away from
the axle), it is called positive camber; if the
bottom of the wheel is farther out than the top, it
is called negative camber. Wheel alignment consists of adjusting the angles of the wheels so that they are parallel to each other
and perpendicular to the ground, thus maximizing tire life and ensures straight and true tracking along
a straight and level road.
Camber angle alters the handling qualities of a particular suspension design; in particular, negative
camber improves grip when cornering. This is because it places the tire at a better angle to the road,
transmitting the forces through the vertical plane of the tire rather than through a shear force across it.
Another reason for negative camber is that a rubber tire tends to roll on itself while cornering. Negative
camber can also be caused by excessive weight on the front wheels. This is commonly seen on
modified cars with larger engines than standard; the weight of the modified engine can make the
wheels negatively camber. The inside edge of the contact patch would begin to lift off of the ground if
the tire had zero camber, reducing the area of the contact patch. This effect is compensated for by
applying negative camber, maximizing the contact patch area. Note that this is only true for the outside
tire during the turn; the inside tire would benefit most from positive camber.

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▶Caster
Caster is the angle to which the steering pivot
axis is tilted forward or rearward from vertical, as
viewed from the side. If the pivot axis is tilted
backward (that is, the top pivot is positioned
farther rearward than the bottom pivot), then the
caster is positive; if it's tilted forward, then the
caster is negative.
Positive caster tends to straighten the wheel
when the vehicle is traveling forward, and thus
is used to enhance straight-line stability. The
mechanism that causes this tendency is clearly
illustrated by the castering front wheels of a
vehicle. The steering axis of a vehicle wheel is
set forward of where the wheel contacts the
ground. As the vehicle is driving forward, the
steering axis pulls the wheel along, and since
the wheel drags along the ground, it falls directly
in line behind the steering axis. The force that
causes the wheel to follow the steering axis is
proportional to the distance between the
steering axis and the wheel-to-ground contact
patch-the greater the distance, the greater the
force. This distance is referred to as "trail."

12-12
Even friction coefficient road Uneven friction coefficient road
Driving Force
Braking Force
Supporting the Vehicle Weight ▶Transferring the Driving Force & Braking Force to Road ▶
5. FUNCTIONS OF TIRE
Supporting the Vehicle Weight ▶

01-36810-30
1. SPECIFICATION
Item FATC Manual
A/C controllerRated voltage DC 12 V DC 12 V
Operating voltage DC 9 to 16 V DC 9 to 16 V
Current consumption 2 A 2.5 A
Operating temperature-30~75℃ -30~80℃
Dark current 2 mA or less -
A/C compressorDiameter of pulley 120 mm
Rated voltage DC 12 V
Current consumption 2.2 A
Refrigerant fluid PAG RL 897 150cc
CondenserSize 655.8wX485.6hX16.0t
Receiver drierMoisture absorbent XH-9
Pressure switch Refrigerant pressure sensor
Front heater &
A/C moduleHeating capacity 7000 Kcal/hr
Cooling capacity 6200 Kcal/hr
Expansion valve Block type
Rear heater &
A/C moduleHeating capacity 4300 Kcal/hr
Cooling capacity 3200 Kcal/hr
Refrigeranttype R134a
Volume1050g ± 30g
PTC heaterMaterial barium titanate (BaTiO3)
Power consumption 1,000 W

01-4
Rear cooler duct
Appearance changed
2. MAJOR CHANGES