2013 SSANGYONG TURISMO weight

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1. SPECIFICATION
Description Specification
Tire 16 inch 225/65R16
17 inch 235/60R17
Tire inflation pressure 35 psi
Wheel 16 inch 6.5JX16
17 inch 7.0JX17
Balance weight Inner: Clip-on type
Outer: Tape type
Tightening torques of wheel bolt 127.4 to 156.8 Nm
Wheel offset 2WD 38 mm
4WD 50 mm

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1. OVERVIEW
A radial tire uses a cord angle of 90 degrees. That is, the cord material runs in a radial or direct line
from one bead to the other across the tread. In addition, a radial tire has a belt overwrap under the
tread surface to provide greater structural stability. The belt overwrap of a radial tire distortion while the
radial structure enables high speed driving.
Tire supports the weight of the vehicle, reduces the impact from the road and at the same time,
transmits the power to propel, brake and steer on the road. It also functions to maintain a
vehicle’s movement. In order to complete such tasks, a tire must be structured to be a resilient
vessel of air.
There is wear limit mark on the tire, which protrudes as a strip shape located approximately 1.6 mm
from the groove bottom. This wear limit mark is not seen from the outside so there is additional
"▲" mark on the shoulder to let the driver find the wear mark easily. To measure the tire groove
depth, measure at any point other than the point which has a wear limit mark.
The tire is worn unevenly according to the driver's driving habit, improper servicing, low tire inflation
pressure, changed tire location, etc.
1) Structure of Tire
Tread
This thick layer of rubber provides the interface
between the tire and the road. Wear-resistant
rubber is used to protect the carcass and belt
against fractures and impacts and to deliver a
long driving life.
Shoulder
Located between the tread and sidewall, the
shoulder rubber is the thickest so that the
design must allow for the easy diffusion of heat
generated within the tire while driving.
Sidewall
The part between the shoulder and bead, the
flexible sidewall protects the carcass and
enhances the ride. A tire’s type, size,
structure, pattern, manufacturing company,
product name and various characters are
indicated here. Bead
The bead attaches the tire to the rim and wraps
the end of the cord fabric. Comprised of the bead
wire, core, flipper and other parts, the bead is
generally designed to be slightly tight around the
rim so that in the case of a sudden drop in
inflation pressure, the tire will not fall off the rim.
Carcass
As the most important framework of a tire, the
entire inner layer of cord fabric is called the
carcass. The carcass acts to support air
pressure, vertical load and absorb shocks.
Valve
Belt
Bead core

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If weight is not equally distributed around the wheel, unbalance centrifugal force by the wheel rotation
produces vibration. As the centrifugal force is produced proportional to the square of the rotating
speed, the wheel weight should be balanced even at high speed. There are two types of the tire and
wheel balancing: static and dynamic. Abnormal vibration may also occur due to unbalanced rigidity or
size of tires.
1) Static Balance
When the free rotation of the wheel is
allowed, the heavier part is stopped on the
bottom if the wheel weight is unbalanced
and this is called "Static Unbalance". Also,
the state at which tire's stop position is not
same is called "Static Balance" when the
wheel is rotated again. If the part A is heavie
r
as shown in the figure 1, add the balance
weight of a weight corresponding to
unbalanced weight from B to A to maintain
the static balance. If the static balance is not
maintained, tramping, up and down vibration
of the wheels, occurs.
2) Dynamic Balance
The static unbalance of the wheel creates
the vibration in the vertical direction, but
the dynamic unbalance creates the
vibration in the lateral direction. As shown
in the figure 2 (a), if two parts, (2) and (3),
are heavier when the wheels are under the
static balance condition, dynamic
unbalance is created, resulting in shimmy,
left and right vibration of the wheels, and
the torque Fxa is applied in the axial
direction. To correct the dynamic
unbalance, add the balance weight of a
same weight for two points of the
circumference of the rim, A and B, as
shown in the figure 2 (b), and apply the
torque in the opposite direction to the
torque Fxa to offset in order to ensure
smooth rotation of the wheel.
Center
a
a
Fxa
Fxa F
F
A
B
(a)(b)
[Figure 1]
[Figure 2]
3. WHEEL BALANCE

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4. WHEEL ALIGNMENT
▶Toe-in
▶Camber
In automotive engineering, toe, also known as
tracking, is the symmetric angle that each wheel
makes with the longitudinal axis of the vehicle, as
a function of static geometry, and kinematic and
compliant effects. This can be contrasted with
steer, which is the anti-symmetric angle, i.e. both
wheels point to the left or right, in parallel
(roughly). Positive toe, or toe in, is the front of the
wheel pointing in towards the center line of the
vehicle. Negative toe, or toe out, is the front of the
wheel pointing away from the center line of the
vehicle. Toe can be measured in linear units, at
the front of the tire, or as an angular deflection.
Camber is the angle made by the wheels of a
vehicle; specifically, it is the angle between the
vertical axis of the wheels used for steering and
the vertical axis of the vehicle when viewed from
the front or rear. It is used in the design of
steering and suspension. If the top of the wheel
is farther out than the bottom (that is, away from
the axle), it is called positive camber; if the
bottom of the wheel is farther out than the top, it
is called negative camber. Wheel alignment consists of adjusting the angles of the wheels so that they are parallel to each other
and perpendicular to the ground, thus maximizing tire life and ensures straight and true tracking along
a straight and level road.
Camber angle alters the handling qualities of a particular suspension design; in particular, negative
camber improves grip when cornering. This is because it places the tire at a better angle to the road,
transmitting the forces through the vertical plane of the tire rather than through a shear force across it.
Another reason for negative camber is that a rubber tire tends to roll on itself while cornering. Negative
camber can also be caused by excessive weight on the front wheels. This is commonly seen on
modified cars with larger engines than standard; the weight of the modified engine can make the
wheels negatively camber. The inside edge of the contact patch would begin to lift off of the ground if
the tire had zero camber, reducing the area of the contact patch. This effect is compensated for by
applying negative camber, maximizing the contact patch area. Note that this is only true for the outside
tire during the turn; the inside tire would benefit most from positive camber.

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Even friction coefficient road Uneven friction coefficient road
Driving Force
Braking Force
Supporting the Vehicle Weight ▶Transferring the Driving Force & Braking Force to Road ▶
5. FUNCTIONS OF TIRE
Supporting the Vehicle Weight ▶

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6. CHILD RESTRAINTS AND PREGNANT WOMAN
1) Pregnant Women
We recommend that pregnant women use the seat belts throughout their pregnancy. Keeping the
mother safe is the best way to keep the baby safe.
Infants and tiny children should always be restrained in an infant or child restraint.
Never install a rear-facing child restraint in the front seat with front passenger air bag.
A child in a rear-facing child restraint installed in the front seat can be seriously injured if the front
passenger air bag inflates. Secure a rear-facing child restraint in the rear seat.
A front-facing child restraint should be secured in the rear seat whenever possible. If installed in the
front passenger seat, adjust the seat as far back as it will go.
When installing a child restraint system, follow the instructions provided by the manufacturer.
When your child restraint is not in use, secure it in the vehicle with the seat belt or remove it from
the vehicle.
In a collision an unrestrained child, even a tiny baby, can become a missile inside the vehicle. The
force required to hold even an infant on your lap can become so great that you could not hold the
child, no matter how strong you are.
Do not allow a child in the cargo areas while the vehicle is moving.
If the shoulder belt contacts the face or neck, move the child closer to the center of the vehicle.
Never allow a child to put the shoulder belt under an arm or behind their back.
Please note that the three point seat belt is designed for a person who is taller than 140 cm. -
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2) Child Restraints
When transporting infants or small children, an appropriate child restraint system should always be
used. The child restraint system should be appropriate for your child’s weight and height and
properly fit the car’s seat. Accident statistics indicate that children are safer when properly
restrained in the rear seat rather than in the front seat.
3) Securing Methods of Child Restraint System
Child restraint systems are designed to be secured in vehicle seats by seat belts or the latch system
(ISOFIX seat - if equipped).
Pregnant women should wear 3-point seat belt whenever possible according to the professional
recommendations by her doctor.
Pregnant women should wear the lap portion of the belt across the thighs and as snugly and low
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7) Warning For Child Restraint
Use only the officially approved child restraint.
Ssangyong is not responsible for the personal injury and property damage due to the defect of child
restraint.
Use only the child restraint with proper type and size for your baby.
Use only the child restraint at proper location.
Child restraint has 5 categories based on the weight as below:
GROUP 0: 0 ~ 10KG
GROUP 0+: 0 ~ 13KG
GROUP I: 9 ~ 18KG
GROUP II: 15 ~ 25KG
GROUP III: 22 ~ 36KG
Group 0 & 0+
Rear facing child restraint fitted on the rear seat
Group I
Forward facing child restraint fitted on the rear seat
Group II & III
Booster seat fitted on the rear seat with seat belt fastened
Always follow the installation and use instructions provided by the manufacturer of the booster seat. -
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