1997 SSANGYONG KORANDO heating

M161 ENGINE CONTROLS 1F2 -- 3
D AEW OO M Y_2000
SPECIFICATIONS
ENGINE DATA DISPLAY TABLE
ParameterUnitVa l u e
Engine Coolant Temp.°Cgreater than 95_Cafterwarmup
Intake Air Temp.°C-- 40 ~ 130_C (varies with ambient
temp. or engine mode)
Engine RPMrpm700±50 (P/N), 600±50 (D)
Regular RPMrpm700±50 (P/N), 600±50 (D)
Engine Load%18 ~ 25 %
Mass Air Flow MeterKg/h16 ~ 25 Kg/h
Throttle Position Angle_TA0_TA(upto100_TA at the wide
open throttle)
Spark Advance_CA8_CA (6 ~ 9_CA)
Indicated Engine TorqueNmVaries with engine condition
Injection Timems3~5ms
Battery VoltageV13.5 ~ 14.1 v (engine running)
Front Axle SpeedKm/h0~265Km/h
Rear Axle SpeedKm/h0~265Km/h
Accel. Pedal Position 1V0.4~4.8V
Accel. Pedal Position 2V0.2~2.4V
Throttle Position 1V0.3~4.6V
Throttle Position 2V0.3~4.6V
Fuel Integrator0.8 ~ 1.2
Oxygen Sensormv100 ~ 900 mv
A/C S/W Condition1=ON/0=OFF--
Full Load State1=ON/0=OFF--
Shift Gear State (A/T)1=ON/0=OFF--
A/CControlState1=ON/0=OFF--
Clutch Switch (M/T)1=ON/0=OFF--
Cam Actuator State1=ON/0=OFF--
Knocking Control1=ON/0=OFF--
Protect Mission1=ON/0=OFF--
Purge Control Valve1=ON/0=OFF--
Lambda Function1=ON/0=OFF--
Catalyst Heating1=ON/0=OFF--
Overrun Fuel Cut1=ON/0=OFF--
Full Fuel Cut1=ON/0=OFF--
Brake Switch1=ON/0=OFF--
Cruise Control Status1=ON/0=OFF--
* Condition : Warmed up, idle, P/N or neutral

1F2 -- 40 M161 ENGINE CONTROLS
D AEW OO M Y_2000
FUEL SYSTEM
The function of the fuel metering system is to deliver the correct amount of fuel to the engine under all operating condi-
tions. The fuel is delivered to the engine by the individual fuel injectors mounted into the intake manifold near each
cylinder.
The main fuel control sensors are the Mass Air Flow (MAF) sensor and the oxygen (O2) sensors.
The MAF sensor monitors the mass flow of the air being drawn into the engine. An electrically heated element is
mounted in the intake air stream, where it is cooled by the flow of incoming air. Engine Control Module (ECM) modu-
lates the flow of heating current to maintain the temperature differential between the heated film and the intake air at a
constant level. The amount of heating current required to maintain the temperature thus provides an index for the
mass air flow. This concept automatically compensates for variations in air density, as this is one of the factors that
determines the amount of warmth that the surrounding air absorbs from the heated element. MAF sensor is located
between the air filter and the throttle valve.
Under high fuel demands, the MAF sensor reads a high mass flow condition, such as wide open throttle. The ECM
uses this information to enrich the mixture, thus increasing the fuel injector on-- time, to provide the correct amount of
fuel. When decelerating, the mass flow decreases. This mass flow change is sensed by the MAF sensor and read by
the ECM, which then decreases the fuel injector on-- time due to the low fuel demand conditions.
The O2 sensors are located in the exhaust pipe before catalytic converter. The O2 sensors indicate to the ECM the
amount of oxygen in the exhaust gas, and the ECM changes the air/fuel ratio to the engine by controlling the fuel
injectors. The best air/fuel ratio to minimize exhaust emissions is 14.7 to 1, which allows the catalytic converter to
operate most efficiently. Because of the constant measuring and adjusting of the air/fuel ratio, the fuel injection system
is called a “closed loop” system.
The ECM uses voltage inputs from several sensors to determine how much fuel to provide to the engine. The fuel is
delivered under one of several conditions, called ‘‘modes”.
Starting Mode
When the ignition is turned ON, the ECM turns the fuel pump relay on for 1 second. The fuel pump then builds fuel
pressure. The ECM also checks the Engine Coolant Temperature (ECT) sensor and the Throttle Position (TP) sensor
and determines the proper air/fuel ratio for starting the engine. This ranges from 1.5 to 1 at -- 36°C(--33°F) coolant
temperature to 14.7 to 1 at 94°C (201°F) coolant temperature. The ECM controls the amount of fuel delivered in the
starting mode by changing how long the fuel injector is turned on and off. This is done by ‘‘pulsing” the fuel injectors for
very short times.
Run Mode
The run mode has two conditions called ‘‘open loop” and ‘‘closed loop”.
Open Loop
When the engine is first started and it is above 690 rpm, thesystem goes into “open loop” operation. In “open loop”, the
ECM ignores the signal from the HO2S and calculates the air/fuel ratio based on inputs from the ECT sensor and the
MAF sensor. The ECM stays in “open loop” until the following conditions are met:
DThe O2 has a varying voltage output, showing that it is hot enough to operate properly.
DThe ECT sensor is above a specified temperature (22.5°C).
DA specific amount of time has elapsed after starting the engine.
Closed Loop
The specific values for the above conditions vary with different engines and are stored in the Electronically Erasable
Programmable Read -- Only Memory (EEPROM). When these conditions are met, thesystem goes into “closed loop”
operation. In “closed loop”, the ECM calculates the air/fuel ratio (fuel injector on-- time) based on the signals from the
O2 sensors. This allows the air/fuel ratio to stay very close to 14.7 to 1.
Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.
Deceleration Mode
The ECM responds to changes in throttle position and airflow and reduces the amount of fuel. When deceleration is
very fast, the ECM can cut off fuel completely for short periods of time.

1F2 -- 60 M161 ENGINE CONTROLS
D AEW OO M Y_2000
HOT FILM AIR MASS (HFM) SENSOR
YAA1F570
The Hot Film Air Mass (HFM) sensor with recognition of flow direction related to pulsating flow is designed for record-
ing load on Engine Control Module (ECM) by measuring the output voltage proportional to the reference voltage of the
ECM.
Mass Air Flow Sensor
Mass Air Flow (MAF) is a thermal flow meter whose sensor element with its temperature sensors and heating area is
exposed to the MAF to be measured. A heating area located in the center of a thin membrane is controlled to an over --
temperature by a heating resistor and a temperature sensor of this membrane. And the value of over -- temperature
depends on the temperature of the in-- flowing air.
Two temperature sensors on upstream and downstream of the heating area show the same temperature without in-
coming flow. With incoming flow, upstream part is cooled down but downstream temperature retains its temperature
more or less due to the air heated up in the heating area. This temperature difference in quantity and direction depends
on the direction of the incoming flow.
ECM modulates the flow of heating current to maintain the temperature differential between the heated film and the
intake air at a constant level. The amount of heating current required to maintain the temperature thus provides an
index for the MAF. This concept automatically compensates for variations in air density, as this is one of the factors that
determines the amount of warmth that the surrounding air absorbs from the heated element. MAF sensor is located
between the air filter and the throttle valve.
Under high fuel demands, the MAF sensor reads a high mass flow condition, such as Wide Open Throttle (WOT). The
ECM uses this information to enrich the mixture, thus increasing the fuel injector on-- time, to provide the correct
amount of fuel. When decelerating, the mass flow decreases. This mass flow change is sensed by the MAF sensor
and read by the ECM, which then decreases the fuel injector on-- time due to the low fuel demand conditions.
To facilitate the installation of the HFM in the intake passage, lubricating agents may be used. However, when lubri-
cants are used care must be taken to ensure that they do not enter the flow passage and cannot be sucked in with the
air flow.

1F2 -- 62 M161 ENGINE CONTROLS
D AEW OO M Y_2000
KAB1F250
Failure
CodeDescriptionTrouble AreaMaintenance Hint
03Intake air temperature
sensor low voltageIAT sensor short circuit to
ground or openDMonitoring the actual air temperature
throu
gh scan tool
04Intake air temperature
sensor high voltageIAT sensor short circuit to
power
throughscantool
DInspection the ECM pin 80, 79 about
short circuit or open with bad contact
05Intake air temperature
sensor plausibilityMalfunction in recognition of
IAT
When functional problem
p
DInspection the IAT sensor (integrated
in HFM sensor)
DInspection the ECM
09Mass air flow sensor
plausibilityMalfunction in recognition of
MAF
When air mass not plausibleDMonitoring the actual air mass flow
through scan tool
DIns
pection the ECMpin 81, 105 about
10Mass air flow sensor low
voltageMAF sensor short circuit to
ground or open
DInspectiontheECMpin81,105about
short circuit or open with bad contact
DInspection the MAF sensor (integrated
iHFM)
11Mass air flow sensor
high voltageMAF sensor short circuit to
powerin HFM sensor)
DInspection the ECM
Circuit Description
The heated element on the MAF is a platinum film resistor (heater). It is located on a ceramic plate together with the
other elements in the bridge circuit. The temperature sensitive resistor (flow sensor) also included in the bridge. The
separation of heater and flow sensor facilitates design of the control circuitry. Saw cuts are employed to ensure thermal
decoupling between the heating element and the intake air temperature (IAT) sensor. The complete control circuitry is
located on a single layer. The voltage at the heater provides the index for the mass air flow. The MAF’s electronic
circuitry then converts the voltage to a level suitable for processing in the ECM. This device does not need a burn off
process to maintain its measuring precision over an extended period. In recognition of the fact that most deposits
collect on the sensor element’s leading edge, the essential thermal transfer elements are located downstream on the
ceramic layer. The sensor element is also design to ensure that depositswill not influence the flow pattern around the
sensor.
The IAT sensor uses a thermistor to control the signal voltage to the ECM. The ECM supplies 5 volt reference and a
ground to the sensor. When the air is cold, the resistance is high; therefore the IAT signal voltagewill be high. If the
intake air is warm, resistance is low; therefore the IAT signal voltagewill be low.

1F2 -- 82 M161 ENGINE CONTROLS
D AEW OO M Y_2000
KAB1F340
Failure
CodeDescriptionTrouble AreaMaintenance Hint
80Oxygen sensor high
voltage
When recognition the output
that more than nominal
threshold, malfunction of
sensing voltage.
89Oxygen sensor low
voltage
When recognition the output
that more than nominal
threshold, malfunction of
sensing voltage.DMonitoring the actual output signal
through scan tool
DInspection the ECM pin 16, 17 about
htiitithbdtt
82Oxygen sensor no
activity detectedWhen recognition the output
that not active the sensor etc.short circuit or open with bad contact
DInspection the oxygen sensor
DInspectiontheECM
83
Oxygen sensor not lean
after overrun fuel
shut -- offWhen recognition the output
that no lean signal after
overrun fuel shut -- offDInspectiontheECM
84Oxygen sensor slow
responseWhen slow response of
sensor signal
85Oxygen sensor heater
failureWhen recognition the heating
circuitDMonitoring the heating status through
scantool
86Oxygen sensor heater
short circuit to battery
When recognition the heating
currents that more or less
than set values (less than 0.2
Aormorethan2A)scantool
DInspection the ECM pin 9 about short
circuit or open with bad contact
DInspection the heating power source
DInspectiontheheatingcircuitof
87
Oxygen sensor heater
short circuit to ground or
openWhen recognition the heating
voltages than less than set
values (less than 2 v)DInspectiontheheating circuitof
oxygen sensor
DInspection the ECM

1F2 -- 84 M161 ENGINE CONTROLS
D AEW OO M Y_2000
Oxygen Sensor Signal Voltage Inspection
1. Maintain the engine speed is at idle while the coolant temperature is over 80°C.
2. Measure the oxygen sensor signal voltage between the ECM terminal No. 16 and No. 17.
Specified Value
-- 0.2 ~ 1.0 v
Notice:If the measured value is not within the specified value, the possible cause may be in cable, oxygen sensor or
ECM
Oxygen Sensor Heating Voltage Inspection
1. Maintain the engine speed is at idle while the coolant temperature is over 80°C.
2. Measure the oxygen sensor signal voltage between the ECM terminal No. 11 and No. 9.
Specified Value
11 ~ 14 v
Notice:If the measured value is not within the specified value, the possible cause may be in cable, oxygen sensor or
ECM
Oxygen sensor Heating Current Consumption Inspection
1. Turn the ignition switch to “ON” position.
2. Measure the oxygen sensor heating current consumption between the ECM terminal No. 9 and No. 5.
Specified Value
0.2~2.0A
Notice:If the measured value is not within the specified value, the possible cause may be in cable, oxygen sensor or
ECM

1B3 -- 16 OM600 ENGINE MECHANICAL
D AEW OO M Y_2000
16. Remove the power steering pump lines.
Notice
Completely drain the fluid.
17. Disconnect the fuel feed line with prefilter from the
feed pump on injection pump.
18. Vehicle with automatic transmission.
Remove the hydraulic lines (19, 20) from oil cooler
(2).
19. Disconnect the engine harness.
20. Disconnect the preheating time relay cable.

1B3 -- 18 OM600 ENGINE MECHANICAL
D AEW OO M Y_2000
27. Disconnect the preheating time relay sensor plug.
28. Disconnect the coolant temperature sensor plug.
29. Disconnect the accelerator cable from the control
linkage.
Installation Notice
Tightening Torque8--18 N∙m (6 -- 13 lb-ft)
30. Loosen the connection of control pressure cable (an
arrow) used in auto transmisson.