2013 SSANGYONG KORANDO compression ratio

0000-00
4. CHECK AND INSPECTION
1) Cylinder
(1) Compression pressure test
Specified value
Compression ratio
16.5 : 1
Test condition
Compression pressureStandard32 bar
Minimum18 bar
Differential limit between cylindersMaximum 3 bar
The compression pressure test is to check the conditions of internal components (piston, piston ring,
intake and exhaust vale, cylinder head gasket). This test provides current engine operating status.
Before cranking the engine, make sure that the test wiring, tools and persons are keeping away from
moving components of engine (e.g., belt and cooling fan).
Park the vehicle on the level ground and apply the parking brake.
Do not allow anybody to be in front of the vehicle. -
-
-
(2) Cylinder pressure leakage test
If the measured value of the compression pressure test is not within the specifications, perform the
cylinder pressure leakage test.Specified value
Perform this test in the sequence of firing order.
Do not test the cylinder pressure leakage with wet type test procedure. (do not
inject the engine oil into the combustion chamber) -
-
Test condition: normal engine operating Specified value
Whole engine below 25%
at valve and cylinder head gasket below 10%
at piston ring below 20%

1) Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally
and the other one is set vertically. Swirl is the horizontal air flows in
cylinder due to the horizontal intake air ports.
Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port
Squish: Squish is the air flows due to the piston head. Normally, this
is appears at the final process of compression. In CRDi engine, the
piston head creates the bowl type squish.
2) Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow. In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow
decreases the PM during combustion and increases the EGR ratio by better combustion efficiency.

0000-00
c. Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally
and the other one is set vertically. Swirl is the horizontal air flows in
cylinder due to the horizontal intake air ports.
Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port
Squish: Squish is the air flows due to the piston head. Normally, this
is appears at the final process of compression. In CRDi engine, the
piston head creates the bowl type squish.
d. Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow.
In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow decreases
the PM during combustion and increases the EGR ratio by better combustion efficiency.

0000-00
f. Relationship between swirl and fuel injection pressure
The injector for DI engine uses the multi hole design. For this vehicle, there are 8 holes in injector. If
the swirl is too strong, the injection angles might be overlapped and may cause the increased PM and
insufficient engine power. Also, if the injection pressure is too high during strong swirl, the injection
angles might be overlapped. Therefore, the system may decreases the fuel injection pressure when
the swirl is too strong. -
Anti-knock methods:
Shorten the ignition timing by pilot injection, lessen the fuel injection volume during ignition delay
period.
Increase engine speed.
Maintain intake sir temperature with intercooler or glow plug device.
Increase intake air pressure with turbocharger.
Warm up engine to keep the normal operating temperature.
Increase compression ratio.
Use the fuel with high cetane. *
-
-
-
-
-
-
-

2) Operation of DMF
Compensating the irregular operation of engine: The secondary flywheel operates almost evenly so
does not cause gear noises
The mass of the primary flywheel is less than conventional flywheel so the engine irregularity
increases more (less pulsation absorbing effect).
Transaxle protection function: Reduces the torsional vibration to powertrain (transaxle) by reducing
the irregularity of engine. -
-
-
Compression stroke Combustion stroke
Small changes from engine (k):
Damper increases the torque changes to clutchLarge changes from engine (j):
Damper decreases the torque changes to
transaxle by absorbing the impact
Torque change curve of engine and drive shaft

8510-00
Heater and A/C control switch
Automatic Manual
1) Overview
3. INTEGRATED INSTRUMENT PANEL SWITCH
It is mounted to the instrument panel and combined with the cooler; which provides cooling and
dehumidification by repeating the cycles of compression -> condensation -> expansion -> evaporation,
and heater; which controls the heating systemically in the course of circulating the coolant heated by the
engine heat to the heater. This allows the driver to maintain the indoor comfortable conditions throughout
the year.
Temperature control
dial
AUTO switch
LCD display
Fan speed dial
A/C switch A.
B.
C.
D.
E.ON/OFF switch
Defroster mode switch
Indoor temperature sensing
part
Air source selection switch
Air distribution switch F.
G.
H.
I.
J.Fan speed dial
A/C switch
MAX A/C switch
Defroster mode switch
Defroster & foot mode
switch
Temperature control dial A.
B.
C.
D.
E.
F.Air source selection switch
Vent mode switch
Bi-level mode switch
Foot mode switch G.
H.
I.
J.

2) DUMP (ESP is working) Mode
The pressure decreases just before the wheel speed drops and the wheels are locked.
The inlet valve closes and the outlet valve opens as in the ABS HECU and the oil is gathered at the low
pressure chamber while no additional oil is being supplied. Then the pump operates to allow fast oil
drainage. The shuttle valve and the separation valve do not operate while decompression.