1997 SSANGYONG KORANDO sensor

M162 ENGINE CONTROLS 1F1 -- 35
D AEW OO M Y_2000
KAB1F180
Failure
CodeDescriptionTrouble AreaMaintenance Hint
68Random / Multiple
Misfire
When detection misfire of
multiple cylinder for source of
over the emission threshold or
catalyst damage
DInspection the ignition system
DInspection the injection system
DInspection the fuel pressure
DInspection the compression pressure
DInspection the valve timing or
clearance
DInspection the air flow sensor
DInspection the crankshaft position
sensor and air gap
DInspection the engine wiring system
DInspection the Engine Control Module
(ECM)
Circuit Description
The ECM monitors the crankshaft and camshaft positions to detect if the engine is misfiring. The ECM looks for a quick
drop in crankshaft speed. Misfire multiple cylinder is monitored by engine roughness measuring. The actual roughness
value is compared with the actual (emission and catalyst damage) threshold.

1F1 -- 40 M162 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.

M162 ENGINE CONTROLS 1F1 -- 41
D AEW OO M Y_2000
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:
DIncreasing the fuel injector pulse width.
DIncreasing the idle speed rpm.
DIncreasing the ignition dwell time.
Fuel Cut- Off Mode
No fuel is delivered by the fuel injectors when the ignition is off. This prevents dieseling or engine run -- on. Also, the fuel
is not delivered if there are no reference pulses received from the CKP sensor. This prevents flooding.

1F1 -- 56 M162 ENGINE CONTROLS
D AEW OO M Y_2000
INDUCTION SYSTEM
THROTTLE VALVE ACTUATOR
YAA1F540
The throttle actuator is actuated by the Engine Control Module (ECM) according to the position of the accelerator pedal
position.
It has two potentiometers which signal the position of the throttle valve to the ECM to enable it to recognize the various
engine load states.
Ignition “Off”
In the de-- energized states the throttle valve position is determined to be spring capsule.
Ignition “On”
When the ignition S/W on the servo motor in the throttle actuator is operated by the ECM. The throttle valve adopts a
position in line with the coolant temperature.
Closed position
In the closed throttle position, the servo motor controls engine speed by operating the throttle valve further (greater
mixture) or closing it further (reduced mixture), depending on coolant temperature and engine load. When this is done,
the throttle valve can be closed further by the servo motor overcoming the force of the spring capsule (mechanical end
stop). If the actuator is de-- energized, the throttle valve is resting against the spring capsule.
Consequently, the throttle valve opening is a constant 10-- 12°approximately.
At no load, this produces an engine speed of about 1,800 rpm
Driving
When driving (part/full throttle), the servo motor controls the throttle valve in line with the various load states and ac-
cording to the input signals from the pedal value sensor according to the input signals from the pedal value sensor
according to the position of the accelerator pedal.
The function of the EA (electronic accelerator) in the ECM determines the opening angle of the throttle valve through
the throttle actuator. Further functions are;
DIdle speed control
DCruise control
DReducing engine torque for ASR/ABS operation
DElectronic accelerator emergency running
DStoring faults
DData transfer through CAN

M162 ENGINE CONTROLS 1F1 -- 57
D AEW OO M Y_2000
KAB1F240
Failure
CodeDescriptionTrouble AreaMaintenance Hint
104Throttle position sensor
1 low voltageTPS 1 short circuit to ground
or open
105Throttle position sensor
1 high voltageTPS 1 short circuit to power
108Throttle position sensor
2 low voltageTPS 2 short circuit to ground
or open
109Throttle position sensor
2 high voltageTPS 2 short circuit to powerDMonitoring the actual values through
scantool
116Throttle actuator
learning control failureWhen actuator adaption
fluctuation or not meet the
conditionscantool
DInspection the ECM pin 84, 85, 87,
112, 67, 68 about short circuit or open
with bad contact
119Throttle valve return
spring failureWhen return spring defective
of actuator
withbadcontact
DInspection the throttle valve actuator
DInspection the ECM
121Throttle actuator failureWhen supply voltage of the
actuator short circuit to power
InspectiontheECM
123
Different mass air flow
sensor signal with
throttle position sensorWhen shut down of output
driver
125Both throttle position
sensor failureWhen defective of both
potentiometers

1F1 -- 58 M162 ENGINE CONTROLS
D AEW OO M Y_2000
Failure
CodeDescriptionTrouble AreaMaintenance Hint
126
Throttle position sensor
1 not plausible with
Throttle position sensor
2
When difference between
TPS 1 and TPS 2DMonitoring the actual values through
scan tool
DIns
pection the ECMpin 84, 85, 87,
127High permanent throttle
signalWhen failure of wiring
harness or actuator
DInspectiontheECMpin84,85,87,
112, 67, 68 about short circuit or open
with bad contact
Itiththttlltt
185
Mass air flow sensor
and throttle position
sensor failureWhen difference between
MAF and TPS signal
DInspection the throttle valve actuator
DInspection the ECM
Circuit Description
The ECM supplies a 5 volt reference signal and a ground to the TP sensor. The TP sensor sends a voltage signal back
to the ECM relative to the throttle plate opening. The voltage signalwill vary from approximately 0.3 ~ 0.9 volts at
closed throttle, to over 4.0 ~ 4.6 volts at Wide Open Throttle (WOT).
The TP sensors serve for engine load control according to the drive pedal command. Load adjustments independent of
the drive pedal command can be implemented; such functions are, for instance, idle control, speed control, drive slip
control, load shock damping, and similar functions.
When the actuator current fails, the throttle valve is returned to emergency operating position by a spring. The throttle
valve position, thereby the actuator drive position checkback is provided by two potentiometers. The motor positions
the throttle valve against the return spring force. Motor and return spring are two separate energy sources. Each of
them is able to position the throttle valve in emergency position alone. Throttle valve position checkback and monitor-
ing is provided by two actual value potentiometers connected to the engine control electronics.
Throttle Actuator Inspection
1. Turn the ignition switch to “ON” position.
2. Measure the TPS 1 signal voltage at the ECM pin No. 87 and TPS 2 signal voltage at the ECM pin No. 85.
Pedal PositionSpecified Value
TPS1Closed0.3 ~ 0.9 vTPS1Opened4.0 ~ 4.6 v
TPS2Closed4.0 ~ 4.6 vTPS2Opened0.3 ~ 0.9 v
Throttle Actuator DC Motor Inspection
1. Turn the ignition switch to “ON” position.
2. Measure the signal voltage between the ECM pin No. 67 and No. 68.
Application
Specified Value
Ignition “ON”0.8 ~ 2.3 v
Engine StatusIdling1.0 ~ 2.5 v
(Coolant temperature is over 70°C)
Throttle Actuator DC Motor Resistance
1. Turn the ignition switch to “OFF” position.
2. Measure the resistance between the ECM pin No. 67 and No. 68.
Specified Value
<10Ω

1F1 -- 60 M162 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.

M162 ENGINE CONTROLS 1F1 -- 61
D AEW OO M Y_2000
The following tables show the relationship between MAF and output voltage.
Mass Air Flow (kg/h)
Voltage (v)Mass Air Flow (kg/h)Voltage (v)
00.95 ~ 1.052503.51
101.283703.93
151.414804.23
301.716404.56
602.168004.82
1202.76
Intake Air Temperature
The Intake Air Temperature (IAT) sensor is a part of Hot Film Air Mass (HFM) sensor and is a thermistor, a resistor
which changes value based on the temperature of the air entering the engine. Low temperature produces a high resist-
ance, while high temperature causes a low resistance as the following table.
The ECM provides 5 volts to the IAT sensor through a resistor in the ECM and measures the change in voltage to
determine the IAT. The voltage will be high when the manifold air is cold and low when the air is hot. The ECM knows
the intake IAT by measuring the voltage.
The IAT sensor is also used to control spark timing when the manifold air is cold.
Te m p. (°C)
Rmin.(Ω)R nom. (Ω)R max. (Ω)
-- 4 0351403926043760
-- 2 0126601385015120
0511954995829
20229024202551
40109611661238
60565609654
80312340370
100184202222
120114127141
13091102114