2012 SSANGYONG NEW ACTYON SPORTS wheel

06-6
3) Inspection of Turbine
Thoroughly check the followings.
Must absolutely not operate the turbocharger with the compressor outlet and inlet opened as it
could damage the turbocharger or be hazardous during inspection.
Interference: In case where is trace of interference or smallest damage on the compressor
wheel means, most of times, that abrasion has occurred on the journal bearing. Must inspect
after the overhaul.
Oil Leakage: The reason for oil leakage at the compressor section is the air cleaner, clogged
by substances such as dust, causes the compressor inlet negative pressure. -
-
Rotating in high speed at no-load for extended period of time can cause oil leakage to the
compressor section as oil pressure within the center housing gets higher than pressure
within the compressor housing.
Overuse of engine break (especially in low gear) in down hill makes significantly low
exhaust gas energy compared to the time where great amount of air is required during
idling conditions of the engine. Therefore, amount of air in the compressor inlet increases
but the turbocharge pressure is not high, which makes negative a.
b.
No problem will occur with the turbocharger if above conditions are found in early stage but
oil leaked over long period of time will solidify at each section causing to breakout secondary
defects.
Damages by foreign materials: In case where the compressor wheel is damaged by foreign
materials requires having an overhaul. At this time, it's necessary to check whether the foreign
materials have contaminated intake/exhaust manifold or inside of engine.

06-111914-01
3. TROUBLESHOOTING
The followings are cautions to take in handling defects of turbocharger, which must be fully aware
of.
1) Cautions
After stopping the engine, check whether the bolts on pipe connecting section are loose as
well as the connecting condition of vacuum port and modulator, which is connected to the
actuator.
During idling of the engine, check for leakage in the connecting section of pipe (hoses and
pipes, duct connections, after the turbocharger) by applying soap water. The leakage
condition in the engine block and turbine housing opening can be determined by the
occurrence of abnormal noise of exhaust.
By running the engine at idle speed, abnormal vibration and noise can be checked.
Immediately stop the engine when abnormal vibration and noise is detected and make
thorough inspection whether the turbocharger shaft wheel has any damages as well as
checking the condition of connections between pipes.
In case where the noise of engine is louder than usual, there is possibility of dampness in the
areas related with air cleaner and engine or engine block and turbocharger. And it could affect
the smooth supply of engine oil and discharge.
Check for damp condition in exhaust gas when there is sign of thermal discoloration or
discharge of carbon in connecting area of the duct.
When the engine rotates or in case where there is change in noise level, check for clogging of
air cleaner or air cleaner duct or if there is any significant amount of dust in the compressor
housing.
During the inspection of center housing, inspect inside of the housing by removing the oil
drain pipe to check for sludge generation and its attachment condition at shaft area or turbine
side.
Inspect or replace the air cleaner when the compressor wheel is damaged by inflow of foreign
materials.
Inspect both side of the turbocharger wheel after removing inlet and outlet pipe of the
turbocharger. 1.
2.
3.
4.
5.
6.
7.
8.
9.

06-211914-01
Control
rangeTurbocharger driving
mechanismControl method
EffectImproved
performance
At low
speedNarrows the flow
passage for the
exhaust gas by
folding the
vanesThe flow rate is
increased as the
exhaust gas
passes the narrow
passage
→ Increased
turbine & impeller
speed, Increased
compressive forceImproved
low speed
torque
4. OPERATING PRINCIPLES
The E-VGT is designed to get more improved engine power in all ranges by controlling the
turbine as follows:
1) How it Works at Low Speed
Normal turbocharger cannot get the turbo effect because the amount of exhaust gas is not
enough and the flow speed is slow in a low speed zone, but VGT allows the flow passage of
exhaust to narrow, resulting in increasing the flow speed of exhaust gas and running the turbine
quickly and powerfully. Therefore, as VGT can intake more air than normal turbocharger, it can
give the benefit of the increased output even in a low speed zone.
Turbocharger lag
The turbocharger is at idle speed when there is no load or it is in the normal driving condition.
During this period, the amount of exhaust gas passing through the turbine is not enough to
turn the compressor wheel (impeller) fast. Therefore, the intake air is not compressed as
needed.
Because of this, it takes time for turbocharger to supply the additional power after the
accelerator pedal is depressed. This is called "turbocharger lag". Basic principle at low speed
At low speed, it utilizes the principle of
venturi. For example, when air flows through
the venturi tube, the flow speed is faster and
the pressure is lower at the point "A". In this
case, if the inner diameter of venturi is more
narrowed, the flow speed is so much faster
(refer to the equation). ※

11-4
2. TROUBLESHOOTING
ProblemPossible Cause　Action
Engine will not
crankLow battery voltage Charge or replace
Loose, corroded or damaged battery cable
Repair or replace
Faulty starter or open circuit
Faulty ignition switch or blown fuse Repair or replace
Poor engine ground Repair
Engine cranks too
slowLow battery voltage Charge or replace
Loose, corroded or damaged battery cable
Repair or replace
Faulty starter
Starter does not
stopFaulty starter
Faulty ignition switch Replace
Engine cranks
normally, but does
not startBroken pinion gear or faulty starter
Replace the starter
Broken flywheel ring gear Replace
Open circuit Repair

15-70000-00
Fuel rail pressure
sensor
(2) Components for ECU Input
CAN
- ABS & ESP
- GCU
- Instrument
cluster
- TCUSwirl valve position
sensor
Differential
pressure sensorE-EGR valve
position sensorCamshaft position
sensorCoolant
temperature senso
r
Exhaust gas
temperature senso
r
HFM sensorOxygen sensorT-MAP sensor
Crankshaft position
sensor
Accelerator pedal
sensorThrottle position
sensorKnock sensor
-Auto cruise switch
- Rear right wheel
speed (without ABS)
- Refrigerant pressure
sensor
- Clutch pedal signal
- Blower switch signal
- Brake pedal signal
Water sensor

15-150000-00
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.
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. -
-
(5) Fuel Control
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.

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
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
Side View ▶

05-91452-01
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.