1997 SSANGYONG KORANDO check engine

1F1 -- 2 M162 ENGINE CONTROLS
D AEW OO M Y_2000
ENGINE AND ECM PROBLEM CHECK REPORT
VEHICLE AND CUSTOMER INFORMATION
Date problem Occurred
Customer NameVehicle Model
Driver NameVIN
Purchase dateEngine Model
License No.MileageKm
miles
MIL INFORMATION
Condition of MILjRemains onjSometimes illuminatesjDoes not illuminate
DTC inspection
(if available)jNormaljMalfunction code(s) (code )
jFreezed frame data ( )
PROBLEM DESCRIPTION
jEngine Does Not StartjNo crankingjNo initial combustionjNo complete combustion
jHard to StartjSlow cranking
jOthers
jPoor IdlingjIncorrect first IdlejAbnormal idle rpmjHigh (rpm)jLow (rpm)
jIdling UnstablejOthers
jPoor DriveabilityjHesitationjBack firejMuffler explosion (after-burning)
jSurgingjKnockingjPoor performancejOther
jEngine StalljSoon after startingjAfter accelerator pedal depressed
jAfter accelerator pedal releasedjDuring A/C operation
jShifting from N to D or D to N
jAt full steeringjOthers
jOthers
CONDITION WHEN PROBLEM OCCURS
Problem FrequencyjConstantjIntermittent (times per day/month)jOnce onlyjOthers
WeatherjFinejCloudyjRainyjSnowyjVarious/Others
Ambient TemperaturejHotjWar mjCooljCold (approx.____°F/____°C)
PlacejHighwayjSuburbsjInner CityjUphilljDownhill
jRough RoadjOthers
Engine TemperaturejColdjWarming UpjBefore warming upjAfter warm-up
jAny temp.jOthers
Engine OperationjStartingjJust after starting (min.)jIdlingjRacingjDriving
jConstant speedjAccelerationjDeceleration
jA/C switch ON/OFFjOther

1F1 -- 14 M162 ENGINE CONTROLS
D AEW OO M Y_2000
DIAGNOSIS
FAILURE CODE DIAGNOSIS
CLEARING FAILURE CODES
Notice:To prevent Engine Control Module (ECM) damage, the key must be OFF when disconnecting or reconnecting
the power to the ECM (for example battery cable, ECM pigtail connector, ECM fuse, jumper cables, etc.)
Parameters listed in the table may not be exactly the same as your reading due to the type of instrument or other
factors. If a failure code is displayed during the “TROUBLE CODE” in scan tool check mode, check the circuit for the
code listed in the table below. For details of each code, turn to the page referred to under the “See Page” for the re-
spective “Failure Code” in the below table.
Failure codes should be cleared after repairs have been completed.
FAILURE CODES TABLE
Failure
codeSee
PageDescription
001F1 -- 66Engine coolant temperature sensor low voltage
011F1 -- 66Engine coolant temperature sensor high voltage
021F1 -- 66Engine coolant temperature sensor plausibility
031F1 -- 62Intake air temperature sensor low voltage
041F1 -- 62Intake air temperature sensor high voltage
051F1 -- 62Intake air temperature sensor plausibility
061F1 -- 66Engine coolant temperature insufficient for closed loop fuel control
081F1 -- 38System voltage too low
091F1 -- 62Mass air flow sensor plausibility
101F1 -- 62Mass air flow sensor low voltage
111F1 -- 62Mass air flow sensor high voltage
171F1 -- 23Crankshaft position sensor signal failure (no engine revolution signal)
181F1 -- 23Crankshaft position sensor signal failure (rpm > max. value)
191F1 -- 27Camshaft position senosr signal : No.1 cylinder recognition failure
201F1 -- 23Crankshaft position sensor signal failure (gap recognition failure)
211F1 -- 90Transmission coding failure
231F1 -- 88CAN communication failure : ASR/MSR
241F1 -- 88CAN communication failure : ABS
251F1 -- 94Communication with transponder missing
261F1 -- 88CAN communication failure : TCU (A/T only)
271F1 -- 88CAN communication failure : TOD (E32 only)
291F1 -- 89CAN communication failure : ID 200h not plausible
301F1 -- 89CAN communication failure : ID 208h not plausible
311F1 -- 89CAN communication failure : communication initialization failure
321F1 -- 78Engine rpm output circuit short circuit to battery
331F1 -- 78Engine rpm output circuit short circuit to ground or open
341F1 -- 43Fuel pump relay short circuit to battery
351F1 -- 43Fuel pump relay short circuit to ground or open

1F1 -- 16 M162 ENGINE CONTROLS
D AEW OO M Y_2000
FAILURE CODES TABLE (Cont’d)
Failure
codeSee
PageDescription
1031F1 -- 83Bank 1 system learning control failure (lean, high load)
1041F1 -- 57Throttle position sensor 1 low voltage
1051F1 -- 57Throttle position sensor 1 high voltage
1081F1 -- 57Throttle position sensor 2 low voltage
1091F1 -- 57Throttle position sensor 2 high voltage
1101F1 -- 92Throttle actuator learning data fault
1161F1 -- 57Throttle actuator learning control failure
1171F1 -- 92Exceed fuel-- cut safety time
1191F1 -- 57Throttle valve return spring failure
1201F1 -- 92Cruise control interruption memory failure
1211F1 -- 57Throttle actuator failure
1221F1 -- 69Accelerator pedal position sensor signal failure
1231F1 -- 57Different Mass air flow sensor signal with throttle position sensor
1251F1 -- 57Both throttle position sensors failure
1261F1 -- 58Throttle position sensor 1 not plausible with throttle position sensor 2
1271F1 -- 58High permanent throttle signal
1291F1 -- 74Cruise control “OFF” due to message counter failure
1301F1 -- 74Vehicle speed signal failure
1311F1 -- 74Vehicle speed signal failure
1321F1 -- 74Cruise control lever failure
1331F1 -- 74Cruise control acceleration failure
1341F1 -- 74Cruise control deceleration failure
1351F1 -- 77Stop lamp switch failure
1361F1 -- 90ECU failure (RAM)
1371F1 -- 90ECU failure (EPROM)
1381F1 -- 92Call monitoring
1391F1 -- 92Servo motor control output interruption memory failure
1401F1 -- 92Servo motor open/short
1411F1 -- 94Unprogramed ECU with immobilizer
1421F1 -- 90Uncoded/unprogramed ECU
1431F1 -- 90ECU failure (EEPROM/Flash -- EPROM checksum failure)
1441F1 -- 90ECU failure (coding ID checksum failure)
1451F1 -- 90ECU failure (coding checksum failure)
1461F1 -- 90ECU failure (programing checksum failure)
1501F1 -- 75TCS input signal short circuit to battery
1511F1 -- 75TCS input signal short circuit to ground or open
1601F1 -- 69Accelerator pedal position sensor 1 low voltage
1611F1 -- 69Accelerator pedal position sensor 1 high voltage
1621F1 -- 69Accelerator pedal position sensor 2 low voltage
1631F1 -- 69Accelerator pedal position sensor 2 high voltage
1641F1 -- 69Accelerator pedal position sensor 1 not plausible with pedal position sensor 2

1F1 -- 24 M162 ENGINE CONTROLS
D AEW OO M Y_2000
Crankshaft Position Sensor Output Wave Inspection
1. Measure the output wave between the ECM termi-
nals No. 99 and No. 100 using the scan tool or the os-
cilloscope whileengine cranking (start motor
activated).
Notice:Check the segment or crankshaft position sen-
sor and air gap if cannot get the output wave as shown in
the figure.
YAA1F270
Crankshaft Position Sensor Insulator Resistance Inspection
1. Disconnect the coupling from ECM while the ignition switch is in “OFF” position.
2. Measure the resistance between the coupling terminal pin No. 100 and No. 69 using a multimeter.
Specified Value
>20 kΩ
Notice:Measure the check and ground terminal of the CKP sensor if out of the specified value.

1F1 -- 28 M162 ENGINE CONTROLS
D AEW OO M Y_2000
Camshaft Position Sensor Output Wave Inspection
1. Measure the output wave between the ECM termi-
nals No. 104 and No. 106 using the scan tool or the
oscilloscope whileengine speed is at idle.
Notice:Replace the CAM sensor if cannot get the out-
put wave as shown in the figure.
KAA1F0O0
Camkshaft Position Sensor Power Supply Inspection
1. Disconnect the CMP sensor Connector.
2. Measure the resistance between the No. 1 and No. 3 pin of the CMP sensor connector while the ignition switch is in
“ON” position.
Specified Value
11 ~ 14 v
Notice:If the measured value is not within the specified value, check the cable.

M162 ENGINE CONTROLS 1F1 -- 31
D AEW OO M Y_2000
KAB1F160
Failure
CodeDescriptionTrouble AreaMaintenance Hint
226Camshaft actuator short
circuit to battery
When malfunction of cam
DMonitoring the actual operational
status through scan tool
DInspection the ECM pin 73 about short
circuit or open
227Camshaft actuator short
circuit to ground or open
Whenmalfunctionofcam
phasing control
p
DInspection the power source short
circuit or open to cam actuator
DInspection the magnet and hardware
DInspection the ECM
Camshaft Actuator Current Consumption Inspection
1. Run the engine to reach the coolant temperature above 70°C.
2. Increase the engine rpm up to 2000 rpm
3. Measure the current between the No. 1 and No. 2 pin of the camshaft actuator connector.
Specified Value
1~1.5A
Notice:If the measured value is not within the specified value, check the cable.

M162 ENGINE CONTROLS 1F1 -- 33
D AEW OO M Y_2000
KAB1F170
Failure
CodeDescriptionTrouble AreaMaintenance Hint
56No. 1 knock sensor
signal failure
When recognition in more
than control gain threshold at
normal operational condition
of other system during over
75 and 3,000 rpm running
area (cylinder 1, 2, 3)DInspection the ECM pin 118, 117 about
short circuit or open with bad contact
DInspection the KS 1 malfunction
DInspection the ECM
57No. 2 knock sensor
signal failure
When recognition in more
than control gain threshold at
normal operational condition
of other system during over
75 and 3,000 rpm running
area (cylinder 4, 5, 6)DInspection the ECM pin 115, 114 about
short circuit or open with bad contact
DInspection the KS 2 malfunction
DInspection the ECM
Circuit Description
The KS system is used to detect engine detonation, allowing the ECM to retard the ignition control spark timing based
on the KS signal being received. The KS signal’s amplitude and frequency depend upon the amount of knock being
experienced. The ECM monitors the KS signal and can diagnose the KS sensor and circuitry.
Knock Sensor Resistance Inspection
1. Disconnect the coupling from ECM while the ignition switch is in “OFF” position.
2. Measure the resistance between the coupling terminal pin No. 118 and No. 117 and terminal pin No. 115 and No.
114usingamultimeter.
Specified Value
>10 MΩ
Notice:Replace the KS if the measured values is out of the specified values. Check the connector and wire connec-
tion between ECM and the KS if the measured values are normal.

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.