2012 SSANGYONG RODIUS oil pressure

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. -
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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.

07-31543-00
1. SPECIFICATION
The engine oil filter element should be changed at the same time with the engine oil.
Regularly check the engine oil level and add the engine oil if necessary.
Remember to check the engine oil level and shorten the cycle to replace the engine oil
under severe driving conditions. -
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Severe Driving Condition
Frequent stop-and-go traffic, extended idling, short driving distance below 6 km, driving
distance below 16 km when the outside temperature remains below freezing
Driving in a hilly or mountainous terrain, sandy, or dusty area
High load driving such as trailer towing
Taxi, patrol service or delivery service (extended idling and excessive driving with low speed) -
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Unit Specification
Oil pump Lubrication system Gear pump, forced circulation
Type Inscribed gear
Capacity 63 L at 4,000 rpm
Relief pressure5.8 bar ± 0.3 bar
Oil filter Type Full flow/Paper element
Engine oil Specified oil SAE 5W30 (approved by MB SHEET 229.51)
Capacity (L) Min.: 4.5 L
Max.: 6.0 L
Service
intervalEU Change every 20,000 km or 12 months
(The service interval should be shortened under
severe conditions)
General Change every 15,000 km or 12 months
(The service interval should be shortened under
severe conditions)
Oil injection nozzle Type Piston
Operating pressure 1.5bar
Closing pressure 1.0bar
Oil flow 4 L/min
Oil pressure switch Permissible pressure 10bar

07-51543-00
1. SYSTEM DESCRIPTION
1) Overview
The lubrication system supplies oil to each lubrication section to prevent friction and wear and to
remove heat from the friction part. As the engine runs, frictional heat is generated on each
lubrication section. If this condition persists, the bearing can be burned and stuck.
In other words, it creates an oil film on each sliding surface to convert solid friction to liquid
friction in order to minimize wear and prevent temperature increasing on the friction part.
For the D20DTF engine with no oil pressure switch, the engine ECU receives the low engine oil
level signal from the oil level sensor and communicates with the instrument cluster through the
CAN communication to turn on the warning lamp.
2) Components
Oil coolerOil dipstick gaugeOil pump
Oil filter moduleOil pressure switchOil pan

15-110000-00
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.
<00760097008c00990088009b00900095008e0047009b008c00940097008c00990088009b009c0099008c0047009900880095008e008c00470096008d0047006c006a007c00470090009a0047009500960099009400880093009300a000470054005b005700
47009b009600470052005f005c00b6006a004700880095008b> 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. -
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15-40
D. Cooling fan and A/C compressor control
Conditions for cooling fan control ▶
The PWM cooling fan is set by coolant temperature and A/C refrigerant pressure. And, the setting value
in A/T equipped vehicle may vary according to the internal oil temperature. The The engine ECU
controls the PWM cooling fan unit based on various signals to get the optimized temperature during
engine running.
PWM cooling fan control according to coolant temperature and vehicle speed -
The PWM cooling fan starts running
from 89℃ of coolant temperature
PWM cooling fan control according to transmission fluid temperature (A/T)
1. PWM duty under 129℃: 0%
2. PWM duty over 130℃: 94.4% -
PWM cooling fan control according to A/C refrigerant pressure -
PWM duty value sharply increases
when the A/C refrigerant pressure goes
over 10 bar. And, it slowly decreases
when A/C refrigerant pressure goes
down below 14 bar (A/C compressor
OFF). PWM duty
Refrigerant pressure
(bar)under 101℃: The PWM duty value
decreases when the vehicle speed
increases
over 105℃: The PWM duty value
is fixed at 94.4% -
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06-4
NO. FUNCTION NO. FUNCTION
1 Oil pump 18 Oil supply (to exhaust camshaft)
2 Oil gallery (to oil filter) 19 Oil supply (to intake camshaft)
3 Oil filter 20Oil supply
(to exhaust camshaft bearing)
4 Oil pressure switch 21Oil supply
(to intake camshaft bearing)
5 Main oil gallery 22Oil gallery
(oil supply to exhaust valve tappet)
6 Cylinder head closing cover 23Oil gallery
(oil supply to intake valve tappet)
7 Oil gallery (at chain tensioner) 24 Camshaft closing cover
8 Oil non-return valve 25Ball (φ 8 mm)
9 Chain tensioner 26 Screw plug
10 Vent (chain tensioner) 27 Camshaft adjuster
11Front closing cover (φ 17 mm)28Front closing cover
(intake camshaft)
12Oil gallery
(perpendicular to the shaft)29Front treaded bushing
(exhaust camshaft)
13Ball (φ 6 mm)30 Valve tappet
14 Oil spray nozzle (timing chain) aOil gallery
(from oil pump to oil filter)
15 Oil gallery (at cylinder head) b Main oil gallery
16Ball (φ 15mm)cOil return line
(oil returns to the oil pan when
replacing the filter element)
17Oil restriction inner (φ 4mm)
OIL CIRCULATION ▶

08-6
3. IGNITION SYSTEM OPERATION
This ignition system does not use a conventional distributor and coil. It uses a crankshaft position
sensor input to the Engine Control Module (ECM).
The ECM then determines Electronic Spark Timing (EST) and triggers the electronic ignition
system ignition coil.
This type of distributorless ignition system uses a "waste spark" method of spark distribution.
Each cylinder is paired with the cylinder that is opposite it (2.3L DOHC: 2 - 3 or 1 - 4, 3.2L
DOHC: 1 - 6 or 2 - 5 or 3 - 4).
The spark occurs simultaneously in the cylinder coming up on the compression stroke and in the
cylinder coming up on the exhaust stroke.
The cylinder on the exhaust stroke requires very little of the available energy to fire the spark plug.
The remaining energy is available to the spark plug in the cylinder on the compression stroke.
These systems use the EST signal from the ECM to control the EST.
The ECM uses the following information: Engine load (mass air flow sensor, manifold air pressure
sensor).
Engine coolant temperature.
Intake air temperature.
Crankshaft position.
Engine speed (rpm).
1) Electronic Ignition System Ignition Coil
The Electronic Ignition (EI) system ignition coil is located on the cylinder head cover.
The double ended coils re ceive the signal for the ECM which controls the spark advance.
Each EI system ignition coil provides the high voltage to two spark plugs simultaneously;
3.2L DOHC
T1/1: cylinder 2 and 5
T1/2: cylinder 3 and 4
T1/3: cylinder 1 and 6
The EI system ignition coil is not serviceable and must be replaced as an assembly.

08-54850-03
3. TROUBLESHOOTING
Problem Possible Cause Action
Noise or vehicle
vibration when
appliedIncorrectly mounted back plate or caliper Repair
Loosened bolt of back plate or caliper Retighten
Uneven wear of brake disc Replace
Brake pad contamination Clean or replace
Sticking brake pad on contact surface Replace
Wear or hardening of brake pad Replace
Excessive clearance between caliper and pad Repair
Uneven contact of pad Repair
Lack of lubrication in sliding parts Lubricate
Improper operation of caliper Replace
Dust cover missing Repair
Loosened suspension mounting bolt Retighten
Pulls to one side
when brakingUnbalanced tire pressure between left and right Adjust
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Scratch, uneven wear, distortion of brake disc Replace
Improperly installed brake caliper Repair
Improper operation of auto adjuster Repair
Crack or distortion of brake pad Replace
Poor braking Oil leak or contamination Repair or replace
Air in brake line Bleed air
Improper operation of brake booster Repair
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Improper operation of auto adjuster Repair
Clogged brake line Repair
Improper operation of proportioning valve Repair