2013 SSANGYONG TURISMO sensor

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1. OVERVIEW
The components in fuel system supply the fuel and generate the high pressure to inject the fuel to
each injector. They are controlled by the engine ECU.
The common rail fuel injection system consists of fuel tank, fuel line, low pressure line which supplies
low pressure fuel to the low pressure pump (including high pressure pump), common rail which
distributes and accumulates the high pressurized fuel from the fuel pump, high pressure line which
connected to the injector, and the engine control unit (ECU) which calculates the accelerator pedal
position and controls the overall performance of vehicle based on the input signals from various
sensors.
1) Fuel Flow Diagram

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Camshaft position sensor
Determining injection orderFuel tank
Fuel metering by sender
2. SYSTEM LAYOUT AND OPERATION
1) Layout
For sensor and actuator control logic, refer to Chapter "Engine Control".
Engine ECU (D20DTR)
Engine control by various
signalsInjector (C3I)
Pre-injection, main injection,
after-injection by signals from
ECU
HFM sensor
Measuring intake air mass and
temperature
Crankshaft position sensor
Measuring engine rpm

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T-MAP sensor
Measuring booster pressure
and temperatureFuel rail assembly
Relieving the pulsation.
Measuring the fuel pressure.
Distributing the fuel to injectors.
Plunger type HP pump (1,800 bar)
Vane type LP pump (6 bar)
Accelerator pedal position
sensor
Detecting driver's intention for
speed up/down
Fuel filter assembly
Supplying clean fuel/fuel
heating/water separation by
priming pump
High pressure pump
Generating high pressurized fuel
and supplying it according to engine
rpm, required volume, required
pressure

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2) Fuel System Flow Diagram
The fuel from the fuel tank is supplied to the fuel heater of fuel filter/priming pump and then low
pressure generated by the low pressure pump (built into HP pump) is transmitted to the HP pump.
The fuel pressure at the HP pump is controlled by the IMV valve, and the maximum allowed pressure
is 1,800 bar. The compressed fuel at the fuel pump is delivered to the rail, and injected by the injectors
according to the injection signals. The injection method is the same with the conventional method; Fuel
return by backleak which operates the needle valve.
The major difference is that the fuel return line is connected to the fuel filter inlet port, not the HP pump
venturi.
The pressure from the high pressure pump is increased to 1,800 bar from 1,600 bar, and the pump is
now installed to the cylinder head (cylinder block for previous model). The fuel pressure is generated
by the operation of intake camshaft and gears. The specifications for the IMV valve and the fuel
temperature sensor are not changed.

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The engine ECU calculates the accelerator pedal based on the input signals from various sensors, and
controls the overall operation of the vehicle.
The ECU receives the signals from various sensor through data line, and performs effective air-fuel ratio
control based on these signals.
The crankshaft speed (position) sensor measures the engine speed, and the camshaft speed (position)
sensor determines the order of injections, and the ECU detects the amount of the accelerator pedal
depressed (driver's will) by receiving the electrical signals from the accelerator pedal sensor.
The mass air flow sensor detects the volume of intake air and sends the value to the ECU.
The major function of the ECU is controlling air-fuel ratio to reduce the emission level (EGR valve
control) by detecting instantaneous air flow change with the signals from the mass air flow sensor.
Also, the ECU uses the signals from the coolant temperature & air temperature sensors, booster
pressure sensor, atmospheric pressure sensor to: a) determine injection starting point and set value for
pilot injection, and b) deal with various operations and variable conditions.

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1. OVERVIEW
The intake system for D20DTR engine is equipped with a throttle body which includes a flap. This flap
is controlled by an electrical signal to cut off the intake air entering to the engine when the ignition
switch is turned off. Because of this, the shape of the intake manifold has been changed and improved
HFM sensor is newly adopted to control the intake air volume more precisely.
2. COMPONENT
2330-01 Intercooler assembly
2313-15 HFM sensor
HFM sensor, version 7
*For more information, refer to Chapter "Engine
Control".
2313-01 Air cleaner assembly

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2) Inspection of Turbocharger
When problem occurs with the turbocharger, it could cause engine power decline, excessive discharge
of exhaust gas, outbreak of abnormal noise and excessive consumption of oil.
On-board Inspection 1.
Check the bolts and nuts foe looseness or missing
Check the intake and exhaust manifold for looseness or damage
Check the oil supply pipe and drain pipe for damages
Check the housing for crack and deterioration -
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Inspection of turbine 2.
Remove the exhaust pipe at the opening of the turbine and check, with a lamp, the existence of
interference of housing and wheel, oil leakage and contamination (at blade edge) of foreign materials.
Interference: In case where the oil leak sign exists, even the small traces of interferences on the
turbine wheel mean, most of times, that abrasion has occurred on the journal bearing. Must
inspect after overhauling the turbocharger.
Oil Leakage: Followings are the reasons for oil leakage condition -
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Problems in engine: In case where the oil is smeared on inner wall section of the exhaust gas
opening.
Problems in turbocharger: In case where the oil is smeared on only at the exhaust gas
outlet section. *
*
Idling for long period of time can cause oil leakage to the turbine side due to low pressure of exhaust
gas and the rotation speed of turbine wheel. Please note this is not a turbocharger problem.
Oil Drain Pipe Defect
In case where oil flow from the turbocharger sensor housing to the crank case is not smooth
would become the reason for leakage as oil builds up within the center housing. Also, oil thickens
(sludge) at high temperature and becomes the indirect reason of wheel hub section. In such case,
clogging and damage of the oil drain pipe and the pressure of blow-by gas within the crank case
must be inspected.
Damages due to Foreign Materials.
When the foreign materials get into the system, it could induce inner damage as rotating balance
of the turbocharger gets out of alignment. -
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2. COMPONENTS
Atmospheric pressure, RPM
signal * For details about control logic, refer to Chapter “Engine Control”.
E-VGT turbocharger
Improves engine powerAccelerator pedal position
sensor
Transfers driver's will to
accelerate to ECUEngine ECU (D20DTR)
E-VGT duty control
Coolant temperature sensor
Operates the VGT according to
engine warm-upT-MAP sensor
Improves the engine powerHFM sensor
Booster pressure and
temperature