2013 SSANGYONG KORANDO timing

Oil gauge tube1-
Oil filter cap 1
-
Fuel rail
2-
Injector clamp bolt
2-
High pressure pipe
(between HP pump and
fuel rail)M17 1
-
High pressure pipe
(between fuel rail and
injector)M17 4
-
Crank position sensor
1-
Main wiring
5-
Intake duct M8x25 3
-
Power steering pump
3-
Mass balance shaft
(MBU)
6-
Cylinder head front cove
r5-
Timing gear case cover
7-
1-
3-
Cylinder head cover
21-
Component Size
QuantityTightening torque
(Nm)Remark
(Total torque)
Idle pulley/Tensioner
pulley1
-
Glow plug M5 4
-
Vacuum pump
3-

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Chain upper bush
Chain type: single bush
Chains: 112 EA
Hydraulic tensioner
Contains tensioner housing
plug, spring and check valve,
and operated by hydraulic
pressure
Exhaust Camshaft sprocket
Teeth: 42 EA
Clamping rail
Installed between exhaust
Camshaft sprocket and
crankshaft sprocket
7. CHAIN AND GEAR DRIVE SYSTEM
D20DTF engine uses single stage chain drive system. Timing chain drives the exhaust side and gear drive
the intake side. Timing chain is single bush type. Upper chain drives HP pump connected to intake
Camshaft by driving exhaust cam shift sprocke, and lower chain drives oil pump to lubricate the engine.
And, MBU (Mass Balance shaft Unit) drive gear drives MBU.
Components
Chain lower bush
Chain type: single bush
Chains: 60 EA
Mechanical type tensioner
Operated by internal spring
The timing links (gold color) on the timing chain are aligned with the timing marks on the
crankshaft sprocket and the camshaft sprocket whenever the crankshaft rotates 8 turns.
Oil pump sprocket
Teeth: 30 EA
Tensioner rail
Installed between exhaust
Camshaft sprocket and
crankshaft sprocket
Crankshaft sprocket
Teeth: 21 EA

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Timing gear cover case (TGCC)
TGCCOil seal
Screw plug

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4. CAUTIONS FOR DI ENGINE
1) Cautions for DI Engine
This chapter describes the cautions for DI engine equipped vehicle. This includes the water separation
from engine, warning lights, symptoms when engine malfunctioning, causes and actions.
DI Engine 1.
Comparatively conventional diesel engines, DI engine controls the fuel injection and timing electrically,
delivers high power and reduces less emission.
System Safety Mode 2.
When a severe failure has been occurred in a vehicle, the system safety mode is activated to protect the
system. It reduces the driving force, restricts the engine speed (rpm) and stops engine operation. Refer
to "Diagnosis" section in this manual.
Engine CHECK Warning Lamp 3.
The Engine CHECK warning lamp on the instrument cluster comes on when the fuel or
major electronic systems of the engine are not working properly. As a result, the
Water Separator Warning Lamp 4.
When the water level inside water separator in fuel filter exceeds a certain level (approx.
45 cc), this warning light comes on and buzzer sounds.
Also, the driving force of the vehicle decreases (torque reduction). If these conditions
occur, immediately drain the water from fuel filter.

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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.
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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c. Fuel Injection Control
Injection control is used in order to determine the characteristics of the pulse which is sent to the
injectors.
Injection control consists as below.
Injection timing
Injection volume
Translating fuel injection timing and injection volume into values which can be interpreted by the
injector driver. -
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Main injection timing control
The pulse necessary for the main injection is determined as a function of the engine speed and of the
injected flow.
The elements are:
A first correction is made according to the air and coolant temperatures.
This correction makes it possible to adapt the timing to the operating temperature of the engine.
When the engine is warm, the timing can be retarded to reduce the combustion temperature and
polluting emissions (NOx). When the engine is cold, the timing advance must be sufficient to allow
the combustion to begin correctly.
A second correction is made according to the atmospheric pressure.
This correction is used to adapt the timing advance as a function of the atmospheric pressure and
therefore the altitude.
A third correction is made according to the coolant temperature and the time which has passed since
starting.
This correction allows the injection timing advance to be increased while the engine is warming up
(initial 30 seconds). The purpose of this correction is to reduce the misfiring and instabilities which are
liable to occur after a cold start.
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. -
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During starting, the injection timing must be retarded in order to position the start of combustion close to
the TDC. To do this, special mapping is used to determine the injection timing advance as a function of
the engine speed and of the water temperature.

Pilot injection timing control
The pilot injection timing is determined as a function of the engine speed and of the total flow.
The elements are:
A first correction is made according to the air and coolant temperatures. This correction allows the
pilot injection timing to be adapted to the operating temperature of the engine.
A second correction is made according to the atmospheric pressure. This correction is used to adapt
the pilot injection timing as a function of the atmospheric pressure and therefore the altitude. -
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d. Fuel Control
1. 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.
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. 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. -
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e. MDP Learning Control
MDP (Minimum Drive Pulse ) refers to the
minimum power supply pulse for injection which
the injector can perform. It is possible to control
the fuel volume for each injector accurately
through correct learning for the MDP value. The
basic process of MDP learning is that the pulse
slightly higher than MDP is supplied and then (b)
the vibration generated from the cylinder is
detected. The knock sensor detects the vibration
from the engine after a small volume of fuel is
injected. And the time interval between the points
of injection and vibration is measured so that
MDP can be learned. MDP learning is helpful to
prevent engine vibration, high emission and
power reduction through performing calibration
for the old injectors. During MDP learning, a little
vibration and noise can be occur for a while. This
is because the fuel pressure is increased
instantaneously and the exact injection value is
not input, so that the exact engine vibration
timing can be detected.