2412-02 14-17

4) Fuel Injection During CDPF Regeneration

14-18

6. ELECTRIC CIRCUIT DIAGRAM

 0000-00 15-3

1. ENGINE DATA LIST

Data Unit Value
Coolant temperature ℃ 0.436 V (130℃) to 4.896 V (-40℃)
Intake air temperature ℃ -40 to 130℃ (varies by ambient air
temperature or engine mode)
Idle speed rpm 750 ± 20
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 mV 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 -
15-4

2. CHANGES IN ENGINE CONTROL

Power supply line to HFM sensor (Hot Film Air-Mass Sensor) changed

Engine control wiring

(C115)

Power supply line to HFM sensor changed from power supply line to rear end of the engine main relay
controlled by the ECU to IGN1+ power supply line (engine control wiring C115 No. 13 terminal added)
15-6

1. MAJOR COMPONENTS
Rear EGT sensor Front EGT sensor Glow plug IMV

Oxygen sensor

Injector (C3I)

Differential pressure HFM (air mass/ Camshaft position Variable swirl valve
sensor temperature) sensor actuator
 0000-00 15-7

Coolant temperature Fuel temperature EGR valve Fuel rail pressure

sensor sensor sensor

E-EGR bypass valve E-VGT actuator

GCU (Preglow control Water sensor

unit)

T-MAP sensor Knock sensor Electric throttle body D20DTR ECU

(2 ea)
15-8

2. SYSTEM OPERATION
1) Input/Output of ECU
(1) ECU Block diagram
 0000-00 15-9

(2) Components for ECU Input

-Auto cruise switch

- Rear right wheel
speed (without ABS)
- Refrigerant pressure
sensor
- Clutch pedal signal
- Blower switch signal
- Brake pedal signal

Crankshaft Accelerator pedal Throttle position Knock sensor

position sensor sensor sensor

Exhaust gas HFM sensor T-MAP sensor Oxygen sensor

temperature
sensor

Differential E-EGR valve Camshaft position Coolant

pressure sensor position sensor sensor temperature
sensor

Fuel rail pressure Swirl valve Water sensor CAN

sensor position sensor
- ABS & ESP
- GCU
- Instrument
cluster
- TCU
15-10

(3) Components for ECU Output

E-EGR valve A/C compressor Injector Throttle position

sensor

E-EGR cooler Variable swirl E-VGT actuator IMV valve

bypass valve valve

PTC heater Cooling fan

CAN

- Glow plug unit - Instrument cluster

- ABS & ESP unit - TCU
- GCU - Self diagnosis
 0000-00 15-11

2) ECU Control
(1) Function
a. ECU Function
ECU receives and analyzes signals from various sensors and then modifies those signals into
permissible voltage levels and analyzes to control respective actuators.
ECU microprocessor calculates injection period and injection timing proper for engine piston speed and
crankshaft angle based on input data and stored specific map to control the engine power and emission
gas.
Output signal of the ECU microprocessor drives pressure control valve to control the rail pressure and
activates injector solenoid valve to control the fuel injection period and injection timing; so controls
various actuators in response to engine changes. Auxiliary function of ECU has adopted to reduce
emission gas, improve fuel economy and enhance safety, comforts and conveniences. For example,
there are EGR, booster pressure control, autocruise (export only) and immobilizer and adopted CAN
communication to exchange data among electrical systems (automatic T/M and brake system) in the
vehicle fluently. And Scanner can be used to diagnose vehicle status and defectives.
Operating temperature range of ECU is normally -40 to +85°C and protected from factors like oil,
water and electromagnetism and there should be no mechanical shocks.
To control the fuel volume precisely under repeated injections, high current should be applied instantly
so there is injector drive circuit in the ECU to generate necessary current during injector drive stages.
Current control circuit divides current applying time (injection time) into full-in-current-phase and hold-
current-phase and then the injectors should work very correctly under every working condition.

b. Control Function
- Controls by operating stages
To make optimum combustion under every operating stage, ECU should calculate proper injection
volume in each stage by considering various factors.
- Starting injection volume control
During initial starting, injecting fuel volume will be calculated by function of temperature and engine
cranking speed. Starting injection continues from when the ignition switch is turned to ignition
position to till the engine reaches to allowable minimum speed.
- Driving mode control
If the vehicle runs normally, fuel injection volume will be calculated by accelerator pedal travel and
engine rpm and the drive map will be used to match the drivers inputs with optimum engine power.
15-12

(2) Fuel injection control

a. Multi injection
Fuel injection process consists of 3 steps: Main Injection, Pilot Injection, Post Injection

Injection Function Main Produces engine power

Pilot 1 Reduces PM by injecting before After PM control
main injection.
Pilot 2 Reduces NOx and noise by Post 1 Reduces PM by enabling fuel
shortening main injection delay activation.
due to flammability

Pre Controls NOx emission level, Post 2 Activates CDPF by increasing

Combustion noise and exhaust gas temperature and
Stable idle supplying reduction material

▶ Pilot injection ▶ Multi injection

 0000-00 15-13

b. Pilot Injection
Injection before main injection. Consists of 1st and 2nd pilot injection, and Pre-injection
Inject a small amount of fuel before main injection to make the combustion smooth. Also, called as
preliminary injection or ignition injection. This helps to reduce Nox, engine noise and vibration, and to
stabilize the idling.
The injected fuel volume is changed and stopped according to the coolant temperature and intake air
volume.

Stop conditions
- Pilot injection is much earlier than main injection due to higher engine rpm
- Too small injection volume (insufficient injection pressure, insufficient fuel injection volume in main
injection, engine braking)
- System failure (fuel system, engine control system)

▶ Combustion pressure characteristic curve for pilot injection

1. Pilot injection
2. Main injection
1a.Combustion pressure with pilot injection
2b.Combustion pressure without pilot injection
15-14

c. Main Injection
The power of the vehicle is determined by the main fuel injection volume.
Main injection calculates the fuel volume based on pilot injection. The calculation uses the value for
accelerator pedal position, engine rpm, coolant temperature, intake air temperature, boost pressure,
boost temperature and atmospheric pressure etc.

d. Post Injection
Injection after main injection. Consists of After injection, Post 1, Post 2 injection.
Post injection reduces PM and smoke from exhaust gas. No actual output is generated during these
injections, instead, fuel is injected to the unburned gas after main injection to enable fuel activation. The
PM amount in the emission and smoke can be reduced through these processes.
Only up to 5 types of injections can be performed within 1 cycle. If these 7 injections are all performed,
fuel economy and emission performance becomes poor.
 0000-00 15-15

(3) Fuel Pressure Control

▶ Fuel Pressure

Fuel pressure is controlled by IMV opening according to the calculated value by ECU.

▶ Pressure in the fuel rail is determined according to engine speed and load on the engine.

- When engine speed and load are high

The degree of turbulence is very great and the fuel can be injected at very high pressure in order to
optimize combustion.
- When engine speed and load are low
The degree of turbulence is low. If injection pressure is too high, the nozzle's penetration will be
excessive and part of the fuel will be sprayed directly onto the sides of the cylinder, causing
incomplete combustion. So there occurs smoke and damages engine durability.
Fuel pressure is corrected according to air temperature, coolant temperature and atmospheric pressure
and to take account of the added ignition time caused by cold running or by high altitude driving. A
special pressure demand is necessary in order to obtain the additional flow required during starts. This
demand is determined according to injected fuel and coolant temperature.

▶ Open loop determines the current which needs to be sent to the actuator in order to obtain the
flow demanded by the ECU.

▶ Closed loop will correct the current value depending on the difference between the pressure
demand and the pressure measured.
- If the pressure is lower than the demand, current is reduced so that the fuel sent to the high pressure
pump is increased.
- If the pressure is higher than the demand, current is increased so that the fuel sent to the high
pressure pump is reduced.
15-16

(4) Injection Timing Control

▶ Injection timing is determined by the conditions below.

1. Coolant temperature
Hot engine - Retarded to reduce Nox
Cold engine - Advanced to optimize the combustion
2. Atmospheric pressure
Advanced according to the altitude
3. Warming up
Advanced during warming up in cold engine
4. Rail pressure
Retarded to prevent knocking when the rail pressure is high
5. EEGR ratio
Advanced to decrease the cylinder temperature when EGR ratio increases

▶ Pilot injection timing control

The pilot injection timing is determined as a function of the engine speed and of the total flow.
The elements are:

- A first correction is made according to the air and coolant temperatures. This correction allows the
pilot injection timing to be adapted to the operating temperature of the engine.
- A second correction is made according to the atmospheric pressure. This correction is used to adapt
the pilot injection timing as a function of the atmospheric pressure and therefore the altitude.

▶ Main injection timing control

The pulse necessary for the main injection is determined as a function of the engine speed and of the
injected flow.
The elements are:

- A first correction is made according to the air and coolant temperatures.

This correction makes it possible to adapt the timing to the operating temperature of the engine.
When the engine is warm, the timing can be retarded to reduce the combustion temperature and
polluting emissions (NOx). When the engine is cold, the timing advance must be sufficient to allow
the combustion to begin correctly.
- A second correction is made according to the atmospheric pressure.
This correction is used to adapt the timing advance as a function of the atmospheric pressure and
therefore the altitude.
- A third correction is made according to the coolant temperature and the time which has passed since
starting.
This correction allows the injection timing advance to be increased while the engine is warming up
(initial 30 seconds). The purpose of this correction is to reduce the misfiring and instabilities which are
liable to occur after a cold start.
 0000-00 15-17

- A fourth correction is made according to the pressure error.

This correction is used to reduce the injection timing advance when the pressure in the rail is higher
than the pressure demand.
A fifth correction is made according to the rate of EGR.
- This correction is used to correct the injection timing advance as a function of the rate of exhaust gas
recirculation.
When the EGR rate increases, the injection timing advance must in fact be increased in order to
compensate for the fall in termperature in the cylinder.

(5) Fuel Control

A. Main Flow Control
The main flow represents the amount of fuel injected into the cylinder during the main injection. The pilot
flow represents the amount of fuel injected during the pilot injection.
The total fuel injected during 1 cycle (main flow + pilot flow) is determined in the following manner.
- When the driver depress the pedal, it is his demand which is taken into account by the system in order
to determine the fuel injected.
- When the driver release the pedal, the idle speed controller takes over to determine the minimum fuel
which must be injected into the cylinder to prevent the enigne from stalling.
It is therefore the greater of these 2 values which is retained by the system. This value is then compared
with the lower flow limit determined by the ESP system.
As soon as the injected fuel becomes lower than the flow limit determined by the ESP system, the
antagonistic torque (engine brake) transmitted to the drive wheels exceeds the adherence capacity of
the vehicle and there is therefore a risk of the drive wheels locking.
The system thus chooses the greater of these 2 values (main flow & pilot flow) in order to prevent any
loss of control of the vehicle during a sharp deceleration.
As soon as the injected fuel becomes higher than the fuel limit determined by the ASR trajectory control
system, the engine torque transmitted to the wheels exceeds the adhesion capacity of the vehicle and
there is a risk of the drive wheels skidding. The system therefore chooses the smaller of the two values
in order to avoid any loss of control of the vehicle during accelerations.
The anti-oscillation strategy makes it possible to compensate for fluctuations in engine speed during
transient conditions. This strategy leads to a fuel correction which is added to the total fuel of each
cylinder.

A switch makes it possible to change over from the supercharge fuel to the total fuel according to the
state of the engine.
- Until the stating phase has finished, the system uses the supercharged fuel.
- Once the engine changes to normal operation, the system uses the total fuel.
The main fuel is obtained by subtracting the pilot injection fuel from the total fuel.
A mapping determines the minimum fuel which can control an injector as a function of the rail pressure.
As soon as the main fuel falls below this value, the fuel demand changes to 0 because in any case the
injector is not capable of injecting the quantity demand.
15-18

B. Driver Demand
The driver demand is the translation of the pedal position into the fuel demand. It is calculated as a
function of the pedal position and of the engine speed. The driver demand is filtered in order to limit the
hesitations caused by rapid changes of the pedal position. A mapping determines the maximum fuel
which can be injected as a function of the driver demand and the rail pressure. Since the flow is
proportional to the injection time and to the square root of the injection pressure, it is necessary to limit
the flow according to the pressure in order to avoid extending the injection for too long into the engine
cycle. The system compares the driver demand with this limit and chooses the smaller of the 2 values.
The driver demand is then corrected according to the coolant temperature. This correction is added to
the driver demand.
 0000-00 15-19

C. Idle Speed Controller

The idle speed controller consists of 2 principal modules:

- The first module determines the required idle speed according to:
* The operating conditions of the engine (coolant temperature, gear engaged)
* Any activation of the electrical consumers (power steering, air conditioning, others)
* The battery voltage
* The presence of any faults liable to interface with the rail pressure control or the injection control. In
this case, increase the idle speed to prevent the engine from stalling.
- The second module is responsible for providing closed loop control of the engine's idle speed by
adapting the minimum fuel according to the difference between the required idle speed and the
engine speed.

D. Flow Limitation
The flow limitation strategy is based on the following strategies:

- The flow limitation depending on the filling of the engine with air is determined according to the
engine speed and the air flow. This limitation allows smoke emissions to be reduced during
stabilized running.
- The flow limitation depending on the atmospheric pressure is determined according to the engine
speed and the atmospheric pressure. It allows smoke emissions to be reduced when driving at
altitude.
- The full load flow curve is determined according to the gear engaged and the engine speed. It
allows the maximum torque delivered by the engine to be limited.
- A performance limitation is introduced if faults liable to upset the rail pressure control or the
injection control are detected by the system. In this case, and depending on the gravity of the fault,
the system activates:
Reduced fuel logic 1: Guarantees 75 % of the performance without limiting the engine speed.
Reduced fuel logic 2: Guarantees 50 % of the performance with the engine speed limited to
3,000 rpm.
Reduce fuel logic 3: Limits the engine speed to 2,000 rpm.

The system chooses the lowest of all values.

A correction depending on the coolant temperature is added to the flow limitation. This correction makes
it possible to reduce the mechanical stresses while the engine is warming up.
The correction is determined according to the coolant temperature, the engine speed and the time which
has passed since starting.

E. Superchager Flow Demand

The supercharge flow is calculated according to the engine speed and the coolant temperature. A
correction depending on the air temperature and the atmospheric pressure is made in order to increase
the supercharge flow during cold starts. It is possible to alter the supercharge flow value by adding a flow
offset with the aid of the diagnostic tool
15-20

F. Pilot Flow Control

The pilot flow represents the amount of fuel injected into the cylinder during the pilot injection. This
amount is determined according to the engine speed and the total flow.

- A first correction is made according to the air and water temperature.

This correction allows the pilot flow to be adapted to the operating temperature of the engine. When
the engine is warm, the ignition time decreases because the end-of-compression temperature is
higher. The pilot flow can therefore be reduced because there is obviously less combustion noise
when the engine is warm.
- A second correction is made according to the atmospheric pressure.

During starting, the pilot flow is determined on the basis of the engine speed and the coolant
temperature.

G. Cylinder Balancing Strategy

▶ Balancing of the point to point flows

The pulse of each injector is corrected according to the difference in instantaneous speed measured
between 2 successive injectors.
The instantaneous speeds on two successive injections are first calculated.
The difference between these two instantaneous speeds is then calculated.
Finally, the time to be added to the main injection pulse for the different injectors is determined.
For each injector, this time is calculated according to the initial offset of the injector and the
instantaneous speed difference.

▶ Detection of an injector which has stuck closed

The cylinder balancing strategy also allows the detection of an injector which has stuck closed. The
difference in instantaneous speed between 2 successive injections then exceeds a predefined threshold.
In this case, a fault is signaled by the system.
 0000-00 15-21

(6) MDP Learning Control

MDP (Minimum Drive Pulse ) refers to the
minimum power supply pulse for injection which
the injector can perform. It is possible to control
the fuel volume for each injector accurately
through correct learning for the MDP value. The
basic process of MDP learning is that the pulse
slightly higher than MDP is supplied and then (b)
the vibration generated from the cylinder is
detected. The knock sensor detects the vibration
from the engine after a small volume of fuel is
injected. And the time interval between the points
of injection and vibration is measured so that
MDP can be learned. MDP learning is helpful to
prevent engine vibration, high emission and
power reduction through performing calibration
for the old injectors. During MDP learning, a little
vibration and noise can be occur for a while. This
is because the fuel pressure is increased
instantaneously and the exact injection value is
not input, so that the exact engine vibration
timing can be detected.

A. MDP Learning
When the pulse value that the injector starts injection is measured, it is called minimum drive pulse
(MDP). Through MDP controls, can correct pilot injections effectively. Pilot injection volume is very small,
1 to 2 mm/str, so precise control of the injector can be difficult if it gets old. So there needs MDP learning
to control the very small volume precisely through learning according to getting older injectors.

B. Purpose of MDP learning

The system measures the pulse at initial injection to reduce the engine vibration.

- Control the fuel injection volume precisely by MDP learning even for the old injector.
- ECU corrects the pilot injection effectively by MDP control.
- MDP learning is performed by the signal from knock sensor.
15-22

C. Learning Conditions

Idle MDP learning Drive MDP learning

Coolant temperature over 60℃ over 60℃
Vehicle speed Idling over 50km/h (over 5 seconds)
Engine rpm 2,000 to 2,500 rpm
Fuel temperature 0 < Fuel temperature < 80℃
Learning 2 times for each cylinder (every 5 2 times for each cylinder
seconds) (every 5 seconds)

- If MDP learning is not properly performed, engine vibration and injection could be occurred.
- MDP learning should be performed after replacing ECU, reprogramming and replacing injector.

D. Injector characteristic curve for rail pressure

 0000-00 15-23

(7) Knocking Control

A. Resetting the pilot injection
The knocking control is used to reset the pilot injection flow in closed loop for each injector. This method
allows the correction of any injector deviations over a period of time. The principle of use of the knocking
control is based on the detection of the combustion noises.
The sensor is positioned in such a way as to receive the maximum signal for all the cylinders. The raw
signals from the knock sensor are processed to obtain a variable which quantifies the intensity of the
combustion. This variable, known as the ratio, consists of the ratio between the intensity of the
background noise and the combustion noise.
1. A first window is used to establish the background noise level of the knocking control signal for each
cylinder. This window must therefore be positioned at a moment when there cannot be any
combustion.
2. The second window is used to measure the intensity of the pilot combustion. Its position is such that
only the combustion noises produced by the pilot injection are measured . It is therefore placed just
before the main injection.
The knock sensor does not allow any evaluation of the quantity injected. However, the pulse value will
be measured when the injector starts injection and this pulse value is called the MDP (Minimum Drive
Pulse). On the basis of this information, it is possible to efficiently correct the pilot flows. The pilot
injection resetting principle therefore consists of determining the MDP, in other words the pulse
corresponding to the start of the increase in value of the ratio (increase of vibration due to fuel
combustion).
15-24

This is done periodically under certain operating conditions. When the resetting is finished, the new
minimum pulse value replaces the value obtained during the previous resetting. The first MDP value is
provided by the C3I. Each resetting then allows the closed loop of the MDP to be updated according to
the deviation of the injector.

B. Detection of leaks in the cylinders

The accelerometer is also used to detect any injector which may have stuck open. The detection
principle is based on monitoring the ratio. If there is a leak in the cylinder, the accumulated fuel self-
ignites as soon as the temperature and pressure conditions are favorable (high engine speed, high load
and small leak).
This combustion is set off at about 20 degrees before TDC and before main injection.
The ratio therefore increases considerably in the detection window. It is this increase which allows the
leaks to be detected. The threshold beyond which a fault is signaled is a percentage of the maximum
possible value of the ratio.
Because of the severity of the recovery process (engine shut-down), the etection must be extremely
robust.
An increase in the ratio can be the consequence of various causes:
- Pilot injection too much
- Main combustion offset
- Fuel leak in the cylinder
If the ratio becomes too high, the strategy initially restricts the pilot injection flow and retards the main
injection. If the ratio remains high despite these interventions, this shows that a real leak is present, a
fault is signaled and the engine is shut down.

C. Detection of an accelerometer fault

This strategy permits the detection of a fault in the sensor or in the wiring loom connecting the sensor to
the ECU.
It is based on detection of the combustion. When the engine is idling, the detection window is set too low
for the combustion caused by the main injection. If the ratio increases, this shows that the knock sensor
is working properly, but otherwise a fault is signaled to indicate a sensor failure. The recovery modes
associated with this fault consist of inhibition of the pilot injection and discharge through the injectors.
 0000-00 15-25

(8) Swirl control

A. Overview
▶ Variable swirl valve
The strong swirl caused by intake air is important element for anti-locking function in diesel engine. The
swirl control valve partially closes the intake port to generate the swirl according to the engine conditions.
When the engine load is in low or medium range, the swirl could not be generated because the air flow is
slow. To generate strong swirl, there are two passages in intake manifold, and one of them has the valve
to open and close the passage. When the valve closes the passage, the air flow through the another
passage will be faster, and the strong swirl will be generated by the internal structure of the passage. This
swirl makes the better mixture of air and fuel, eventually the combustion efficiency in combustion
chamber could be improved. This provides the enhanced fuel consumption, power and EGR ratio.

▶ Components

Coolant temperature Accekerator pedal

D20DTR ECU
sensor module

HFM Crankshaft position sensor Variable swirl valve

15-26

B. Input/Output for variable swirl valve

 0000-00 15-27

C. Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally and
the other one is set vertically. Swirl is the horizontal air flows in cylinder
due to the horizontal intake air ports.

Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port

Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port

D. Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow. In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow
decreases the PM during combustion and increases the EGR ratio by better combustion efficiency.
15-28

Engine speed Swirl valve Amount of

Load Remarks
swirl
Low speed, below 3,000 rpm Increased EGR ratio, better air-fuel
Closed Heavy
Low load mixture (reduce exhaust gas)
High speed, over 3,000 rpm Increase charge efficiency, higher
Open Light
High load engine power

The variable swirl valve actuator operates when

turning the ignition switch ON/OFF position to
open/close the swirl valve. In this period, the soot
will be removed and the learning for swirl valve
position is performed.

Swirl valve

Swirl: This is the twisted (radial) air flow along the cylinder wall during the intake stroke. This
stabilizes the combustion even in lean air-fuel mixture condition.

E. Features
- Swirl and air intake efficiency
To generate the swirl, the intake port should be serpentine design. This makes the resistance in air
flow. The resistance in air flow in engine high speed decreases the intake efficiency. Eventually, the
engine power is also decreased, Thus, the swirl operation is deactivated in high speed range to
increase the intake efficiency.
- Relationship between swirl and EGR
To reduce Nox, it is essential to increase EGR ratio. However, if EGR ratio is too high, the PM also
could be very higher. And, the exhaust gas should be evenly mixed with newly aspired air. Otherwise,
PM and CO are dramatically increased in highly concentrated exhaust gas range and EGR ratio
could not be increased beyond a certain limit. If the swirl valve operates in this moment, the limit of
EGR ratio will be higher.

F. Relationship between swirl and fuel injection pressure

The injector for DI engine uses the multi hole design. For this vehicle, there are 8 holes in injector. If the
swirl is too strong, the injection angles might be overlapped and may cause the increased PM and
insufficient engine power. Also, if the injection pressure is too high during strong swirl, the injection
angles might be overlapped. Therefore, the system may decreases the fuel injection pressure when the
swirl is too strong.
 0000-00 15-29

(9) EGR control

A. Overview
The EGR (Electric-Exhaust Gas Recirculation) valve reduces the NOx emission level by recirculating
some of the exhaust gas to the intake system.
To meet Euro-V regulation, the capacity and response rate of E-EGR valve in D20DTR engine have
been greatly improved. The EGR cooler with high capacity reduces the Nox, and the bypass valve
reduces the CO and HC due to EGR gas before warming up.
Also, the engine ECU adjusts the E-EGR opening by using the air mass signal through HFM sensor. If
the exhaust gas gets into the intake manifold when the EGR valve is open, the amount of fresh air
through HFM sensor should be decresed.

B. Components

Oxygen sensor Crankshaft Coolant E-EGR valve

position sensor temperature
sensor

E-EGR cooler

HFM (intake air T-MAP sensor Electric throttle Accelerator pedal D20DTR ECU
temperature) body module
15-30

C. Input/Output of E-EGR system

 0000-00 15-31

D. Bypass control for EGR cooler

▶ Cooler temperature
When the coolant temperature is below 70℃, the exhaust gas is bypassed the EGR cooler.

▶ Exhaust gas temperature

When the exhaust gas temperature is below 300℃, the exhaust gas is bypassed the EGR cooler.
Otherwise, PM could be increased due to too low exhaust gas temperature.

E. Control elements for EGR system

- Accelerator pedal (engine load) - Indicates the driver's intention and engine load. If the load goes up,
the EGR ratio is decreased.
- T-MAP (boost pressure map stored in ECU) - Compensates the difference in boost pressure by
adjusting EGR ratio.
- Engine rpm - Used as the signal for determining EGR operating range.
- Coolant temperature - When the coolant temperature is low, NOx is decreased but PM could be
increased. So, to reduce PM, decrease EGR ratio when the coolant temperature is low.
Intake air mass and temperature - HFM sensor measures the intake air mass to calculate the actual
EGR volume. If the air mass is larger than programmed value in map, EGR ratio will be higher.
EGR position sensor - Detects the actual opening angle of EGR valve and performs feedback
- function according to PWM control by ECU.
Wide band oxygen sensor - Detects the oxygen volume in exhaust gas to check if the EGR ratio is
- proper.
Electronic throttle body - Keeps EGR ratio to optimized level by controlling the throttle body in EGR
- operating range (decreasing pressure in intake manifold).
15-32

F. Features

As EGR ratio goes up, smoke volume will be As EGR temperature goes up, the
higher. But, this lowers the combustion concentration of NOx will be higher. Thus, it is
chamber temperature and accordingly the necessary to cool down the exhaust gas.
concentration of NOx is decreased. The point However, during engine cooled, it may cause
with highest NOx is immediately after TDC. large amount of PM. To prevent this, the
exhaust gas is bypassed the EGR cooler.
 0000-00 15-33

(10) E-VGT control

A. Overview
E-VGT (Electric-Variable Geometry Turbine) turbocharger system in D20DTF engine uses the venturi
effect that controls the flow rate of exhaust gas by adjusting the passage in turbine housing. The newly
adopted DC motor actuator (E-actuator) controls the E-VGT system more precisely and faster. To get
the high operating power from turbine, the ECU reduces the exhaust gas passage In low speed range
and increases it in high speed range.

B. Components

Oxygen sensor Crankshaft Coolant Front EGT sensor

position sensor temperature
sensor

D20DTR ECU

E-VGT actuator HFM (intake air T-MAP sensor Accelerator pedal

temperature) module
15-34

C. Input/Output for E-VGT system

 0000-00 15-35

D. E-VGT system control

Turbocharger system operates the E-VGT actuator according to the signals for engine epm, accelerator
pedal position, atmospheric pressure, T-MAP, coolant temperature and intake air temperature.
Turbocharger actuator is performed PWM control by ECU.
In general, the boost pressure feedbacks the turbocharger operation and the boost temperature is used
for calculating the precise density.
E-VGT provides higher engine power with faster reaction speed compared to conventional VGT.

Operating wave Vane Control

In low speed range:
retract the vane to
increase boost
pressure. The vane
Low has low (-) duty, and
speed the unison ring
range moves to retract the
vane in weak PWM
signal.

The unison ring

moves to extend the
vane in strong PWM
signal. Maximum
High pressure is 3 bar and
speed the system controls it
range according to the input
signals.
15-36

(11) Wide band oxygen sensor control

A. Overview
For diesel engine, combustion is not performed at the optimum (theoretically correct) air-fuel ratio and
the oxygen concentration is thin in most cases. So the wide-band oxygen sensor is used for this kind of
engine, and this sensor is a little different from the one that used for gasoline engine. The combustion in
diesel engine is controlled by fuel injection volume. Therefore, the wide band oxygen sensor should be
used in diesel engine. This sensor measures the air-fuel ratio in very wide range, and is also called full
range oxygen sensor.
- The wide band oxygen sensor measures the oxygen density in exhaust gas and sends it to ECU to
control the EGR more precisely.

B. Components

Oxygen sensor Coolant E-EGR valve Electric throttle

temperature body
sensor

D20DTR ECU

HFM (intake air Injector (C3I) CDPF

temperature)
 0000-00 15-37

C. Input/Output for oxygen sensor

15-38

D. Oxygen sensor control

The wide band oxygen sensor uses ZnO2. It produces the voltage by movement of oxygen ions when
there is oxygen concentration difference between exhaust gas and atmosphere.
If a certain voltage is applied to the sensor, the movement of oxygen ions occurs regardless of the
oxygen density. The current generated through this flow of ions, is called pumping current (IP), and the
oxygen sensor measures this value.
 0000-00 15-39

(12) Cooling fan control

A. Overview of cooling fan and A/C compressor
The cooling system maintains the engine temperature at an efficient level during all engine operating
conditions. The water pump draws the coolant from the radiator. The coolant then circulates through
water jackets in the engine block, the intake manifold, and the cylinder head. When the coolant reaches
the operating temperature of the thermostat, the thermostat opens. The coolant then goes back to the
radiator where it cools. The heat from automatic transmission is also cooled down through the radiator
by circulating the oil through the oil pump. ECU controls the electric cooling fans with three cooling fan
relays to improve the engine torque and air conditioning performance.

For detailed information, refer to Chapter "Air Conditioning System".

B. Components

Coolant DSI 6 A/T (ATF

Relay box
temperature temperature)
sensor

D20DTR ECU

HFM (intake air Refrigerant Cooling fan A/C compressor

temperature) pressure sensor module
15-40

C. Input/Output for cooling fan and A/C compressor

 0000-00 15-41

D. Cooling fan and A/C compressor control

▶ Conditions for cooling fan

The cooling fan module controls the cooling fan relay, high speed relay and low speed relay. The cooling
fan is controlled by the series and parallel circuits.

A/C switch Cooling fan Coolant temperature Refrigerant pressure A/C

compressor
OFF Coolant temp. < 90℃ -

OFF LO 90℃ ≤ Coolant temp. -

< 105℃
HI 105℃ ≤ Coolant temp. -

Refrigerant pressure <

LO
18 bar
Coolant temp. < 105℃
18 bar ≤ Refrigerant ON
HI
ON pressure
105℃ ≤ Coolant temp. -
HI
< 115℃
HI 115℃ ≤ Coolant temp. - OFF (cut)

▶ A/C compressor OFF conditions

- Coolant temperature: below -20℃ or over

115℃
- Approx. 4 seconds after starting the engine
- Engine rpm: below 650 rpm or over 4500 rpm
- When abrupt acceleration
- Refrigerant pressure:
* OFF below 2.0 kg/㎠, then ON over 2.4 kg/㎠
* OFF over 30 kg/㎠, then ON below 21.4 kg/㎠

▶ Output voltage according to refrigerant pressure

The output voltage from refrigerant pressure sensor is 1.7 V to 3.5 V when the refrigerant pressure is 10
to 24 kgf/㎠ with A/C "ON".

▶ Cooling fan controls according to ATF

ATF temperature Fan condition Remark

Over 110˚C High speed -
15-42

(13) PTC heater control

A. Overview
The supplementary electrical heater is installed in DI engine equipped vehicle as a basic equipment. The
PTC system is operated according to two temperature values measured at the coolant temperature
sensor and HFM sensor. This device is mounted in the heater air outlet and increase the temperature of
air to the passenger compartment. Because PTC system is heated by electrical power, high capacity
alternator is required. PTC does not operate during engine cranking, while the battery voltage is lower
than 11 V or during preheating process of glow plugs.

B. Components

D20DTR ECU PTC heater Coolant temperature

sensor

HFM (intake air

temperature)

Relay box in engine compartment

PTC 2 relay (PTC PTC heater

heater 2, 3) 1 (40A)

PTC heater
3 (40A)

PTC heater
2 (40A) PTC 1 relay
(PTC heater 1)
 0000-00 15-43

C. Operation process
The ceramic PTC has a feature that the resistance goes up very high at a certain temperature. There
are three circuits in PTC heater. Only one circuit is connected when PTC1 relay is ON, and two circuits
are connected when PTC2 relay is ON.
Operation process: reaches at a certain temperature→high resistance→low current→less heat
radiation→temperature down→high resistance→high current→temperature up
15-44

D. Control conditions

Operation Operating condition PTC Heater

HI
- Coolant temperature < 15℃ PTC HI ON
(PTC2)
- Coolant temperature 15℃ ≤ 65℃, intake air
temperature ≤ -10℃
LO - Coolant temperature 15℃ < 65 to 60℃, intake air PTC LO ON
(PTC1) temperature <-10℃ to 0℃
- Coolant temperature 15℃ ≤ 60℃, intake air
temperature ≤ 0℃ to 5℃
- A/C blower switch OFF
- Defective ambient air temperature sensor
Stop (including open or short circuit)
- Engine cranking
- Low battery voltage (below 11V)
- During pre-glow process (glow indicator ON)

▶ Operation diagram for PTC heater LO (step 2)

 0000-00 15-45

(14) Immobilizer control

A. Overview
The Immobilizer System provides an additional theft deterrent to the vehicle in which it is installed and
prevents it from being started by unauthorized persons. The transponder integrated in the key and the
engine control unit have the same code. When the ignition key with the integrated transponder is turned
to the ON position, the ECU (Engine Control Unit) checks the crypto code of the key and, if correct,
allows the vehicle to start the engine.

For details, refer to Chapter "Immobilizer".

B. Components
▶ Basic components (ignition key system)

D20DTR ECU Immobilizer antenna Instrument cluster

Start motor Immobilizer key

15-46

▶ Key approval process

When turning the ignition switch to ON position, the power is supplied to BCM and ECU. ECU
communicate with the immobilizer key to check if it is valid crypto code. If it is valid, ECU start to control
the engine when turning the ignition switch to START position. The system has 10 seconds of valid time-
out period. If the engine does not start in this period, the key approval process should be done again.
 0000-00 15-47

(15) CDPF control

A. Overview
As the solution for environmental regulations and PM Particle Material) of diesel engine, the low emission
vehicle is getting popular. This vehicle is equipped with an extra filter to collect the soot and burn it again
so that the amount of PM in the exhaust gas passed through the DOC (Diesel Oxidation Catalyst) is
reduced. The CDPF (Catalyst & Diesel Particulate Filter) is an integrated filter including DOC (Diesel
Oxidation Catalyst) and DPF (Diesel Particulate Filter).

For details, refer to Chapter "CDPF".

B. Components

Oxygen Front Rear CDPF

sensor EGT sensor EGT sensor (DOC + DPF)

Differential pressure D20DTR ECU Electric throttle body

sensor
15-48

C. Input/Output for CDPF control

 0000-00 15-49

D. Operation process
When the differential pressure sensor detects the pressure difference between the front and the rear
side of CDPF, the sensor sends signal indicating the soot is accumulated and the post injection is
performed to raise the temperature of exhaust gas. The amount of fuel injected is determined according
to the temperature of exhaust gas detected by the rear temperature sensor. If the temperature is below
600°C, the amount of fuel injected is increased to raise the temperature. If the temperature is over
600°C, the amount of fuel injected is decreased or not controlled. When the engine is running in
low load range, the amount of post injection and the amount of intake air are controlled. It is to raise the
temperature by increasing the amount of fuel while decreasing the amount of intake air.

Front EGT sensor:

Measure DOC temp. Injector: Control post
injection

Intake air
mass

Rear EGT sensor: Measure ECU (DCM 3.7)

DPF temp.
Post injection

Control intake
air mass

Electronic throttle
Diff. pres. sensor: Measure
body: Control intake
pressure between front
air mass
side and rear side of CDPF Exceed PM
limit Booster
pressure/
temperature

T-MAP sensor
15-50

E. Cautions
- Use only specified Engine Oil (approved by MB Sheet 229.51) for CDPF.

▶ Use only specified engine oil (Low Ash Oil)

- The vehicle equipped with CDPF should use specific engine oil to improve the engine performance
and fuel economy, and ensure the service life of CDPF.

▶ Issue with normal engine oil

- Sulfur, one of the contents of engine oil is burned and generates soot that is not regenerated by the
DPF. This remains on the filter as ashes and keeps accumulating. Eventually, this ashes will block
the filter.

▶ Benefit for specified engine oil

- Minimized the sulfur content of engine oil which reduces the service life.
- Improved fuel economy and emission level of CO2 with high performance and low viscosity.
- Increased service life of engine oil with high resistance to temperature.

▶ Problems when using unspecified engine oil

- The service life of filter may be reduced by 30% or more by the ashes accumulated on the filter.
The fuel economy may be reduced because of engine rolling resistance, frequent regeneration of
- DPF.

* These problems are also caused by oil with high sulfur content, such as tax exemption oil and
heating oil, etc.
 0000-00 15-51

3) Input/Output for CAN communication

 1113-01 01-3

1. DESCRIPTION AND OPERATION

1) Cleanliness and Care
An automobile engine is a combination of many machined, honed, polished and lapped surfaces with
tolerances that are measured in the ten-thousanths of an inch.
When any internal engine parts are serviced, care and cleanliness are important.
A liberal coating of enigne oil should be applied to friction areas during assembly, to protect and lubricate
the surfaces on initial operation. Proper cleaning and protection of machined surfaces and friction areas
is part of the repair procedure.
This is considered standard shop practice even if not specifically stated.
Whenever valve train components are removed for service, they should be kept in order. They should be
installed in the same locations, and with the same mating surfaces, as when they were removed.
Battery cables should be disconnected before any major work is performed on the engine. Failure to
disconnect cables may result in damage to wire harness or other electrical parts.
01-4

2) On-engine Service

- 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 otherwise noted.

- Any time the air cleaner is removed, the intake opening should be covered. This will protect
against accidental entrance of foreign material, which could follow the intake passage into the
cylinder and cause extensive damage when the engine is started.
 1113-01 01-5

2. G23D ENGINE ASSEMBLY

Front View

Rear View
01-6

LH Side View

RH Side View
 1113-01 01-7

3. G23D ENGINE STRUCTURE

Front View

Side View
01-8

▶ Front View

NO. FUNCTION NO. FUNCTION

1 HFM Sensor 12 Intake Manifold
2 Intake Air Duct 13 Cylinder Head
3 Cylinder Head Cover 14 Exhaust Manifold
4 Ignition Coi 15 Dipstick Guide Tube and Gauge
5 Spark Plug Connector 16 Connecting Rod
6 Fuel Distributor 17 Crankshaft
7 Injector 18 Engine Mounting Bracket
8 Exhaust Camshaft 19 Starter
9 Intake Camshaft 20 Crankcase
10 Valve Tappet 21 Oil Pump Sprocket
11 Intake Valve 22 Oil Pan

▶ Side View

NO. FUNCTION NO. FUNCTION

23 Camshaft Adjuster 29 Oil Pump Drive Chain
24 Oil Filler Cap 30 Oil Strainer
25 Engine Hanger Bracket 31 Oil Pump
26 Cooling Fan and Viscous Clutch 32 Ring Gear and Flywheel of Drive Plate
27 Oil Filter 33 Piston
28 Timing Chain
 1113-01 01-9

4. DIAGNOSTIC INFORMATION AND PROCEDURE

1) Oil Leak Diagnosis
Most fluid oil leaks are easily located and repaired by visually finding the leak and replacing or repairing
the necessary parts. On some occasions a fluid leak may be difficult to locate or repair. The following
procedures may help you in locating and repairing most leaks.

▶ Finding the Leak

- Identify the fluid. Determine whether it is engine oil, automatic transmission fluid, power steering
fluid, etc.
- Identify where the fluid is leaking from.
· After running the vehicle at normal operating temperature, park the vehicle over a large sheet
of paper.
· Wait a few minutes.
· You should be able to find the approximate location of the leak by the drippings on the paper.

- Visually check around the suspected component.

Check around all the gasket mating surfaces for leaks. A mirror is useful for finding leaks in
areas that are hard to reach.
- If the leak still cannot be found, it may be necessary to clean the suspected area with a
degreaser, steam or spray solvent.
· Clean the area well.
· Dry the area.
· Operate the vehicle for several miles at normal operating temperature and varying speeds.
After operating the vehicle, visually check the suspected component.
· If you still cannot locate the leak, try using the powder or black light and dye method.
·

▶ Powder Method
- Clean the suspected area.
- Apply an aerosol-type powder (such as foot powder) to the suspected area.
- Operate the vehicle under normal operating conditoins.
- Visually inspect the suspected component. You should be able to trace the leak path over the
white powder surface to the source.
01-10

▶ Black Light and Dye Method

A dye and light kit is available for finding leaks, Refer to the manufacturer's directions when using the kit.

- Pour the specified amount of dye into the engine oil fill tube.
- Operate the vehicle normal operating conditions as directed in the kit.
- Direct the light toward the suspected area. The dyed fluid will appear as a yellow path leading to
the source.

▶ Repairing the Leak

Once the origin of the leak has been pinpointed and traced back to its source, the cause of the leak must
be determined in order for it to be repaired properly.
If a gasket is replaced, but the sealing flange is bent, the new gasket will not repair the leak. The bent
flange must be repaired also. Before attempting to repair a leak, check for the following conditions and
correct them as they may cause a leak.

▶ Gaskets
- The fluid level/pressure is too high.
- The crankcase ventilation system is malfunctioning.
- The seal bore is damaged (scratched, burred or nicked).
- The seal is damaged or worn.
- Improper installation is evident.
- There are cracks in the components.
- The shaft surface is scratched, nicked or damaged.
- A loose or worn bearing is causing excess seal wear.
 1113-01 01-11

2) Compression Pressure Test

▶ Standard Service Data

- A9912 0012B (001 589 76 21 00) Compression Pressure Tester

▶ Measuring Procedure
- Warm the engine up to normal operating temperature.
- Remove the spark plugs using the spark plug wrench.
- Place the diagram sheet to compression pressure tester A9912 0012B (001 589 76 21 00).
Connect the adaptor to compression pressure tester A9912 0012B (001 589 76 21 00) and
- install it into the spark plug hole.
Crank the engine approx. eight revolutions by using the start motor.
- Compare the measurements of compression pressure tester A9912 0012B (001 589 76 21 00)
- with the specifications.
Measure the compression pressure of the other cylinders in the same way.
- If measured value is not within the specifications, perform the cylinder pressure leakage test.
-

- Discharge the combustion residues in the cylinders before testing the compression pressure.
Apply the parking brake before cranking the engine.
-
01-12

3) Cylinder Pressure LeakageTest

▶ Permissible Pressure Leakage

At Whole Engine Max. 25 %

At Valve and Cylinder Head Gasket Max. 10 %
At Piston and Piston Ring Max. 20 %

▶ Cylinder Number

OT (TDC) 1, 4
UT (BDC 180 °) 2, 3

▶ Cylinder Number

Cylinder Pressure Bosch, EFAW210A

Leakage Tester Sun, CLT 228
 1113-01 01-13

▶ Leakage Test
- Warm the engine up to normal operating temperature.
- Disconnect the negative battery cable.
- Remove the spark plugs.
- Check the coolant level by opening the coolant reservoir cap and replenish if insufficient.
- Open the engine oil filler cap.
- Connect the tester to air pressure line and adjust the scale of tester.
- Install the connecting hose to spark plug hole.
- Position the piston of No.1 cylinder at TDC by rotating the crankshaft.
- Connect the connecting hose to tester and measure the leakage volume after blowing up
5 bar of compressed air.

- Measure the leakage volume in the completely opening condition of throttle valve by pulling the
acceleration cable.

- Perform the pressure test according to the firing order.

- Firing Order: 1 - 3 - 4 - 2

- Compare the leakage pressure with the specifications.

01-14

5. GENERAL DIAGNOSIS
 1113-01 01-15

▶ General Diagnosis (Cont'd)

01-16

▶ General Diagnosis (Cont'd)

 1113-01 01-17

▶ General Diagnosis (Cont'd)

01-18

▶ General Diagnosis (Cont'd)

 1113-01 01-19

6. SPECIFICATIONS
1) Engine Specifications

MSE : Engine Control Module

3.53D : 4 Cylinder Version
01-20

2) Fastener Tightening Specifications

 1113-01 01-21

▶ Fastener Tightening Specifications (Cont'd)

01-22

2) Performance Curve
 2211-06 02-3

1. FUEL SYSTEM SPECIFICATION

▶ Use Only Unleaded Fuel Rated at 89 Octane or Higher
Fuel quality and additives contained in fuel have a significant effect on power output, drivability, and
life of the engine.
Fuel with too low an octane number can cause engine knock.
Caution: Use of fuel with an octane number lower than 89 may damage engine and exhaust
system.

- To prevent accidental use of leaded fuel, the nozzles for leaded fuel are larger, and will not fit the
fuel filler neck of your vehicle.

▶ Do Not Use Methanol

Fuels containing methanol (wood alcohol) should not be used in vehicle.
This type of fuel can reduce vehicle performance and damage components of the fuel system.

- Use of methanol may damage the fuel system.

▶ Vehicle Fueling from Drums or Storage Containers

For safety reasons (particularly when using noncommercial fueling systems) fuel containers, pumps
and hoses must be properly earthed.
Static electricity build up can occur under certain atmospheric and fuel flow conditions if unearthed
hoses, particularly plastic, are fitted to the fuel-dispensing pump.
It is therefore recommended that earthed pumps with integrally earthed hoses be used, and that
storage containers be properly earthed during all noncommercial fueling operations.
02-4

▶ Temperature VS Resistance
 2211-06 02-5

1. FUEL SYSTEM
The function of the fuel metering system is to deliver the correct amount of fuel to the engine under all
operating conditions.
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) 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 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".
02-6

1) 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
from1.5 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 amountof 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.

2) Run Mode
The run mode has two conditions called ''open loop" and ''closed loop".

3) Open Loop
When the engine is first started and it is above 690 rpm, the system 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:
- The O2 has a varying voltage output, showing that it is hot enough to operate properly.
- The ECT sensor is above a specified temperature (22.5 °C).
- A specific amount of time has elapsed after starting the engine.

4) 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, the system 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.

5) Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.

6) 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.
 2211-06 02-7

7) 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:
- Increasing the fuel injector pulse width.
- Increasing the idle speed rpm.
- Increasing the ignition dwell time.

8) Fuel Cut-Off Mode

No fuel is delivered by the fuel injectors when the ignition is off. This prevents dieseling or engine runon.
Also, the fuel is not delivered if there are no reference pulses received from the CKP sensor. This
prevents flooding.
 1713-08 03-3

1. SPECIFICATIONS
(1) Fastener Tightening Specifications
 2420-01 04-3

1. SPECIFICATION
(1) Fastener Tightening Specifications
04-4

1. DESCRIPTION AND OPERATION

1) Exhaust System

When you are inspecting or replacing exhaust system components, make sure there is adequate
clearance from all points on the underbody to avoid possible
overheating of the floor panel and possible damage to the passenger compartment insulation and trim
materials.
Check the complete exhaust system and the nearby body areas and trunk lid for broken, damaged,
missing or mispositioned parts, open seams, holes, loose connections, or other deterioration which
could permit exhaust fumes to seep into the trunk may be an indication of a problem in one of these
areas. Any defects should be corrected immediately.

2) Catalytic Converter (Gasoline Engine)

1. When jacking or lifting the vehicle from the body side rails, be certain that the lift pads do not contact
the catalytic converter, as this could damage the catalytic converter.
2. Use of anything other than unleaded fuel will damage the catalyst in the catalytic converter.

▶ Catalytic Converter Structure The Catalytic converter of monolith type consists of 2

walled metal bodies which is made of Cordierite. The
principal element of converter consists of the materials
like Alumina or oxidized Serume in order to apply to
Ceramic Monolith. Washer coat operates first, and
catalytic metal elements (Pt, Pd, Rh) operates to
washer coat next.
Monolith type is lighter than other types, easy to
manufacture and quickly approaches to proper
temperature. Washer coat is used to make a contact
surface with exhaust gas bigger by adhering closely to
small holes
of inner layer. If a lead compound or phosphorus
adheres to the surface and the temperature rises, its
surface is decreased. The total area of general
monolith converter is about 45, 000~500,000ft3. (10
times of a football field) Generally Alumina (AL2 O3) is
used as a raw materialand its 7 phases of gamma,
delta, theta have big areas and high stability for the
temperature, and nowadays gamma Alumina is used
usually.
 2420-01 04-5

▶ Catalytic Converter and Temperature

Catalytic converter has the normal function of

purification at a range of the temperature.
Because it has a weak point of decreasing of the
purification rate in the condition of continuous
high temperature, it should keep the temperature
range of 400 to 500°C for normal condition.
HC purification rate becomes better according to
the increase of temperature in the normal range
of temperature. CO purification rate becomes the
best near the temperature of 450°C, and NOx
does so near the temperature of 400 to 500°C.

▶ Purification of Catalytic Converter

- Adhesion of soluble organic fraction (SOF)
below 180°C
- Purification of soluble organic fraction (SOF)
over 180°C
Chemical reaction formula
SOF(HC)+O2 → CO2+H2O
2CO+O2 → 2CO2
2C2H6+7O2 → 4CO2+6H20
- By catalytic action of two primary catalytic
converter, oxidation occurs in order to
decrease HC and CO.

Catalytic material supplies each

Oxygen adheres to catalytic Catalytic material conversion
CO and HC with O2 for their
material : below 180°C process by DOC
oxidation : above 180°C
04-6

▶ Method for Reduction of NOx

NOx is generated a great deal in case that combustion temperature and excess air factor are high. EGR
valve can decrease NOx (30 to 35% decrease) by making temperature of combustion chamber fall by
means of exhaust gas re-circulation.
- EGR valve is installed on the diesel engine of Musso, Korando, Istana and Rexton.
And micro switch is installed together to control EGR valve.
- The setting method of micro switch is identical with the existing one.
 1531-24 05-3

1. OIL CIRCULATION

1 Oil Strainer 16 Oil Supply (To Chain Tensioner)

2 Oil Pump 17 Camshaft
3 Oil Pan 18 Cam Bearing
4 Oil Non-Return Valve 19 Valve
5 Oil Filter 20 Oil Gallery (Supply Oil to Intake Tappet)
6 Oil Filter Bypass Valve 21 Oil Gallery (Supply Oil to Exhaust Tappet)
7 Main Oil Gallery 22 Ball (φ 8 mm)
8 Closing Ball (φ 15 mm) 23 Camshaft Plug
9 Crankshaft 24 Seal
10 Connecting Rod Bearing 25 Screw Plug
11 Crankshaft Bearing 26 Oil Return Gallery (Cylinder Head and Crankcase)
12 Connecting Rod 27 Oil Return Gallery (Crankcase)
13 Piston 28 End Cover (φ 20 mm)
14 Oil Spray (Piston Crown Area) 29 Oil Return Pipe
15 Non-Return Valve (Crankcase)
 2110-01 06-3

1. GENERAL SPECIFICATIONS
Application Gasoline engine
Cooling system Type Water cooling forced circulation
Coolant Capacity 11.3L
Thermostat Type Wax Pellet Type
Initial Opening Temp. 87℃(188.6℉)
Fully Opening Temp. 102℃(215.6℉)
Fully Closing Temp. 85℃(187℉)
Stroke 7mm
Cooling fan module Type Electric
Capacity Φ472 x 400W x 5B
Control type PWM type
Coolant reservoir Capacity over 1.5L
Circulation Closed roof type
Pressure cap Screw type, 1.4bar
Vacuum valve Screw type, 1.4bar
Water pump Type Turbo centrifugal
Impeller diameter 65mm
Impeller blades 8
Radiator Core size 555W x 582.4H x 27T (over 326,250mm²)
Flow type Cross flow
Min. cooling capacity over 68,000kcal/h
Coolant temperature Minimum radiation capability 45,000kcal/h
gauge
Resistance(50℃(122℉)) 185.2Ω
Resistance(80℃(176℉)) 47.4Ω
Resistance(105℃(221℉)) 28.2Ω
06-4

Application Gasoline engine

Engine coolant Resistance(20℃(68℉)) 3.33 - 37.8kΩ
temperature sensor
Resistance(80℃(176℉)) 0.32 - 0.35kΩ
Anti-freeze agent Type ALUTEC-P78
Mixture of water and good 50 : 50
quality ethylene glycol-base
anti-freeze

2. FASTENER TIGHTENING SPECIFICATIONS

 2110-01 06-5

1. COMPONENT LOCATOR

1. Reserver Tank 10. Lower Radiator Insulator

2. Deaeration Tube 11. Plate
3. Inlet Hose 12. Clip
6. Clamp 13. Upper Radiator Insulator
7. Clamp 14. Bracket
8. Bolt (M6, 2 piece) 15. PWM Electric Fan
9. Radiator
06-6

2. DESCRIPTION AND OPERATION

1) General Description
The cooling system maintains the engine temperature at an efficient level during all engine operating
conditions.
When the engine is cold, the cooling system cools the engine slowly or not at all. This slow cooling of
the engine allows the engine to warm up quickly.
The cooling system includes a radiator and recovery subsystem, cooling fans, a thermostat and
housing, a water pump, and a water pump drive belt. The timing belt drives the water pump.
All components must function properly for the cooling system to operation. The water pump draws the
coolant from the radiator. The coolant then circulates through water jackets in the engine block, the
intake manifold, and the cylinder head. When the coolant reaches the operating
temperature of the thermostat, the thermostat opens. The coolant then goes back to the radiator where
it cools.
This system directs some coolant through the hoses to the heat core. This provides for heating and
defrosting.
The coolant reservoir is connected to the radiator to recover the coolant displaced by expansion from
the high temperatures. The coolant reservoir maintains the correct coolant level.
The cooling system for this vehicle has no radiator cap or filler neck. The coolant is added to the cooling
system through the coolant reservoir.

2) Radiator
This vehicle has a lightweight tube-and-fin aluminum radiator. Plastic tanks are mounted on the upper
and the lower sides of the radiator core.
On vehicles equipped with automatic transaxles, the transaxle fluid cooler lines run through the radiator
tank.
A radiator drain plug is on this radiator.
To drain the cooling system, open the drain plug.

3) Coolant Reservoir
The coolant reservoir is a transparent plastic reservoir, similar to the windshield washer reservoir.
The coolant reservoir is connected to the radiator by a hose and to the engine cooling system by another
hose.
As the vehicle is driven, the engine coolant heats and expands. The portion of the engine coolant
displaced by this expansion flows from the radiator and the engine into the coolant reservoir. The air
trapped in the radiator and the engine is degassed into the coolant reservoir.
When the engine stops, the engine coolant cools and contracts. The displaced engine coolant is then
drawn back into the radiator and the engine. This keeps the radiator filled with the coolant to the desired
level at all times and increases the cooling efficiency.
Maintain the coolant level between the MIN and MAX marks on the coolant reservoir when the system is
cold.
 2112-01 06-7

4) Water Pump
The belt-driven centrifugal water pump consists of an impeller, a drive shaft, and a belt pulley.
The impeller is supported by a completely sealed bearing.
The water pump is serviced as an assembly and, therefore, cannot be disassembled.

5) Thermostat
A wax pellet-type thermostat controls the flow of the engine coolant through the engine cooling system.
The thermostat is mounted in the thermostat housing to the front of the cylinder head.
The thermostat stops the flow of the engine coolant from the engine to the radiator to provide faster
warm-up, and to regulate the coolant temperature. The thermostat remains closed while the engine
coolant is cold, preventing circulation of the engine coolant through the radiator. At this point, the engine
coolant is allowed to circulate only throughout the heater core to warm it quickly and evenly.
As the engine warms, the thermostat opens. This allows the engine coolant to flow through the radiator
wherethe heat is dissipated. This opening and closing of the thermostat permits enough engine coolant
to enter the radiator to keep the engine within proper engine temperature operating limits.
The wax pellet in the thermostat is hermetically sealed in a metal case. The wax element of the
thermostat expands when it is heated and contracts when it is cooled.
As the vehicle is driven and the engine warms, the engine coolant temperature increases. When the
engine coolant reaches a specified temperature, the wax pellet element in the thermostat expands and
exerts pressure against the metal case, forcing the valve open. This allows the engine coolant to flow
through the engine cooling system and cool the engine.
As the wax pellet cools, the contraction allows a spring to close the valve.
The thermostat begins to open at 87°C(188.6 °F) and is fully open at 102°C(215.6°F). The
thermostat closes at 85°C (187°F).

6) Electric Cooling Fan

- Keep hands, tools, and clothing away from the engine cooling fans to help prevent personal injury.
This fan is electric and can turn on even when the engine is not running.

- If a fan blade is bent or damaged in any way, no attempt should be made to repair or reuse the
damaged part. A bent or damaged fan assembly should always be replaced with a new one to
prevent possible injury.
06-8

The cooling fans are mounted behind the radiator in the engine compartment. The electric cooling fans
increase the flow of air across the radiator fins and across the condenser on air conditioned (A/C)-
equipped vehicles.
This helps to speed cooling when the vehicle is at idle or moving at low speeds.
All models have two fans. The main fan is 320 mm (12. 6 inches) in diameter with seven blades to aid
the airflow through the radiator and the condenser. An electric motor attached to the radiator support
drives the fan.
The auxiliary fan is 320 mm (12.6 inches) in diameter.

▶ A/C Off or Non-AC Model

- The cooling fans are actuated by the engine control module (ECM) using a low-speed cooling
fan relay, a high-speed cooling fan relay and a cooling fan motor relay.
- The ECM will turn the cooling fans on at low speed when the coolant temperature reaches
95°C(203°F) and at high speed when the coolant temperature reaches 105°C(221°F).
The ECM will change the cooling fans from high peed to low speed at 100°C(212°F) and
- will turn the cooling fans off at 90°C (194°F).

▶ A/C On
- The ECM will turn the cooling fans on at low speed when the A/C system is on. The ECM will
change to high speed when the high side A/C pressure reaches 1860 kPa (269.8 psi).
The cooling fans will return to low speed when the high side A/C pressure reaches 1378 kPa
- (199.8 psi).

7) Engine Coolant Temperature Sensor

The Engine Coolant Temperature (ECT) sensor uses a temperature to control the signal voltage to the
Engine Control Module (ECM).

8) Coolant Temperature Gauge

The coolant temperature gauge controls the instrument panel temperature indicator. The coolant
temperature gauge is located with ECT sensor.
 2110-01 06-9

3. PWM (PULSE WIDTH MODULATION) ELECTRIC FAN

OPERATION
1) Function
The PWM (Pulse Width Modulation) high capacity electric fan is installed instead of electric condenser
fan to enhance the durability and controllability and reduce noise.

2) Mounting Location

PWM
Fan shroud

PWM unit Electric fan

06-10

3) PWM Electric Fan

(1) Advantages and Disadvantages of the PWM Electric Fan
▶ Advantages
- Enhanced A/C performance: at low speed, at
idling, driving in city
- Reduction of vibration/noise: fan activated by
PWM only when necessary
- Reduction of engine consuming power
(V/Fan driving force) by 4 Hp - Cost saving

▶ Disadvantage
- Poor engine cooling perfomance at low and
high rpm

4) PWM (Pulse Width Modulation) Unit

It controls the time of the output voltage to control
the fan motor speed independently.

▶ Internal functions
- Motor power shutting-off function when
overcurrent is applied
- Adverse voltage prevention function
- Detection function for the motor lock
- Temperature detecting function: The electric
fan operates at FULL speed to cool down
the PWM unit when the interior temperature
of PWM unit is over 120~150°C.
Communication function when failing: The
- fail signal is transmitted to the ECU when the
PWM unit is malfunctioning.
Soft start function: The motor speed is
- gradually increased when the motor is
initially operated.
 2112-01 06-11

5) Shutting-off Condition of the A/C Compressor

▶ Coolant temperature
- When coolant temperature is below 20°C or over 115°C, engine speed is below 650 rpm or
over 4500 rpm for 4 seconds after engine starting, abrupt acceleration and A/C refrigerant
pressure sensor detecting the followings
- A/C compressor is turned off when the refrigerant pressure is below 2.0 kg/cm2 and then is
turned on when the refrigerant pressure is over 2.4 kg/cm2.
- A/C compressor is turned off when the refrigerant pressure is over 30 kg/cm2 and then is turned
on when the refrigerant pressure is below 21.4 kg/cm2.
 1452-01 07-3

1. DIAGNOSTIC INFORMATION AND PROCEDURE

1) Ignition System
07-4

2) Ignition System (Cont'd)

 1452-01 07-5

1. DESCRIPTION AND OPERATION

1) Battey
The sealed battery is standard on all cars. There are no vent plugs in the cover.
The battery is completely sealed, except for two small vent holes in the sides.
These vent holes allow the small amount of gas produced in the battery to escape.
The battery has the following advantages over conventional batteries:
· No water addition for the life of the battery.
· Overcharge protection. If too much voltage is applied to the battery, it will not accept as much current
as a conventional battery.
In a conventional battery, the excess voltage will still try to charge the battery, leading
to gassing, which causes liquid loss.
· Not as liable to self-discharge as a conventional battery. This is particularly important when a battery
is left standing for long periods of time.
· More power available in a lighter, smaller case.

The battery has three major functions in the electrical system.

First, the battery provides a source of energy for cranking the engine.
Second, the battery acts as a voltage stabilizer for the electrical system. Finally, the battery
can, for a limited time, provide energy when the electrical demand exceeds the output of the generator.

2) Ratings
▶ A battery has two ratings: (1) a reserve capacity rating designated at 27°C(80°F), which is the
time a fully charged battery will provide 25 amperes of current flow at or above 10.5 volts (2) a cold
cranking amp rating determined under testing at -18°C(0°F), which indicates the cranking load
capacity.

(1)Reserve Capacity
The reserve capacity (RC) is the maximum length of time it is possible to travel at night with the minimum
electrical load and no generator output. Expressed in minutes, the RC rating is the time required for a
fully charged battery, at a temperature of 27°C(80°F) and being discharged at a current of 25
amperes, to reach a terminal voltage of 10.5 volts.
07-6

(2) Cold Cranking Amperage

The cold cranking amperage test is expressed at a battery temperature of -18°C(0°F).
The current rating is the minimum amperage, which must be maintained by the battery for 30 seconds at
the specified temperature, while meeting a minimum voltage requirement of 7.2 volts.
This rating is a measure of cold cranking capacity.
The battery is not designed to last indefinitely. However, with proper care, the battery will provide many
years of service. If the battery tests well, but fails to perform satisfactorily in service for no apparent
reason, the following factors may point to the cause of the trouble:

· Vehicle accessories are left on overnight.

· Slow average driving speeds are used for short periods.
· The vehicle's electrical load is more than the generator output, particularly with the addition of
aftermarket equipment.
· Defects in the charging system, such as electrical shorts, a slipping generator belt, a faulty generator,
or a faulty voltage regulator.
· Battery abuse, including failure to keep the battery cable terminals clean and tight or a loose battery
hold-down clamp.
· Mechanical problems in the electrical system, such as shorted or pinched wires.

3) Charging Time Required

The time required to charge a battery will vary depending upon the following factors:
▶ Size of Battery - A Completely discharged large heavy-duty battery required more than twice the
recharging time as a completely discharged small passenger car battery.
▶ Temperature - A longer time will be needed to charge any battery at -18°C(0°F) than at
27°C(80°F).
When a fast charger is connected to a cold battery, the current accepted by the battery will be very
low at first.
The battery will accept a higher current rate as the battery warms.
▶ Charger Capacity - A charger which can supply only 5 amperes will require a much longer charging
period than a charger that can supply 30 amperes or more.

▶ State-of-Charge - A completely discharged battery requires more than twice as much charge as a
onehalf charged battery.
Because the electrolyte is nearly pure water and a poor conductor in a completely discharged
battery, the current accepted by the battery is very low at first. Later, as the charging current causes
the electrolyte acid content to increase, the charging current will likewise increase.
 1452-01 07-7

4) Charging a Completely Discharged Battery (Off the Vehicle)

Unless this procedure is properly followed, a perfectly good battery may be needlessly replaced.
The following procedure should be used to recharge a completely discharged battery:

1. Measure the voltage at the battery terminals with an accurate voltmeter.

If the reading is below 10 volts, the charge current will be very low, and it could take some
time before the battery accepts the current in excess of a few milliamperes.
Refer to "Charging Time Required" in this section, which focuses on the factors affecting both the
charging time required. Such low current may not be detectable on ammeters available in the field.
Set the battery charger on the high setting.
2.

3. Continue to charge the battery until the charge current is measurable. Battery chargers vary in the
amount of voltage and current provided. The time required for the battery to accept a measurable
charger current at various voltages may be as follows:

· If the charge current is not measurable at the end of the above charging times, the battery
should be replaced.
· If the charge current is measurable during the charging time, the battery is good, and charging
should be completed in the normal manner.

It is important to remember that a completely discharged battery must be recharged for a sufficient
number of ampere hours (AH) to restore the battery to a usable state.
· If the charge current is still not measurable after using the charging time calculated by the above
method, the battery should be replaced.
07-8

5) Jump Starting Procedure

1. Position the vehicle with the charged battery so that the jumper cables will reach from the charged
battery to the battery that requires charging.
2. Turn off the ignition, all the lights, and all the electrical loads in both vehicles.
3. Leave the hazard flasher on if jump starting where there may be other traffic and any other lights
needed for the work area.
4. Apply the parking brake firmly in both vehicles.

In order to avoid damaging the vehicle make sure the cables are not on or near pulleys, fans, or
other parts that will move when the engine starts.

5. Shift an automatic transmission to PARK.

In order to avoid injury, do not use cables that have loose or missing insulation.

6. Clamp one end of the first jumper cable to the positive terminal on the booster battery. Make sure it
does not touch any other metal parts.
7. Clamp the other end of the same cable to the positive terminal on the discharged battery. Never
connect the other end to the negative terminal of the discharged battery.

8. Clamp one end of the second cable to the negative terminal of the booster battery.
9. Make the final connection to a solid engine ground, such as the engine lift bracket at least 450
millimeters (18 inches) from the discharged battery.
10.Start the engine of the vehicle with the good battery.
Run the engine at a moderate speed for several minutes.
11.Then start the engine of the vehicle with the discharged battery.
12.Remove the jumper cables by reversing the above sequence exactly, removing the negative cable
from the vehicle with the discharged battery first.
While removing each clamp, take care that it does not touch any other metal while the other end
remains attached.
 1452-01 07-9

6) Alternator
Alternators are equipped with internal regulators.
Unlike three-wire generators, the alternator may be used with only two connections: battery positive and
an "D+" terminal to the charge indicator lamp.
As with other charging systems, the charge indicator lamp lights when the ignition switch is turned to
RUN, and goes out when the engine is running.
If the charge idicator is on with the engine running, a charging system defect is indicated. This indicator
light will glow at full brilliance for several kinds of defects as well as when the system voltage is too high
or too low.
The regulator voltage setting varies with temperature and limits the system voltage by controlling rotor
field current.
Achieve correct average field current for proper system voltage control by varying the on-off time. At high
speeds, the on-time may be 10 percent and the off-time 90 percent.
At low speeds, with high electrical loads, the on-time may be 90 percent and the off-time 10 percent.

7) Charging System
Generators use a new type of regulator that incorporates a diode trio.
A Delta stator, a rectifier bridge, and a rotor with slip rings and brushes are electrically similar
to earlier generators.
A conventional pulley and fan are used.
There is no test hole.

8) Starter
Wound field starter motors have pole pieces, arranged around the armature, which are energized by
wound field coils.
Enclosed shift lever cranking motors have the shift lever mechanism and the solenoid plunger enclosed
in the drive housing, protecting them from exposure to dirt, icy conditions, and splashes.
In the basic circuit, solenoid windings are energized when the switch is closed.
The resulting plunger and shift lever movement causes the pinion to engage the engine flywheel ring
gear.
The solenoid main contacts close. Cranking then takes place.
When the engine starts, pinion overrun protects the armature from excessive speed until the switch is
opened, at which time the return spring causes the pinion to disengage.
To prevent excessive overrun, the switch should be released immediately after the engine starts.
07-10

9) Starting System
The engine electrical system includes the battery, the ignition, the starter, the generator, and all the
related wiring.
Diagnostic tables will aid in troubleshooting system faults. When a fault is traced to a particular
component, refer to that component section of the service manual.
The starting system circuit consists of the battery, the starter motor, the ignition switch, and all the related
electrical wiring.
All of these components are connected electrically.
 1521-01 08-3

1. ENGINE DATA DISPLAY TABLE