2013 SSANGYONG TURISMO differential

02-8
4. CHECK AND INSPECTION
1) Cylinder
(1) Compression pressure test
Specified value ▶
Compression ratio16.5 : 1
Test conditionat normal operating temperature (80˚C)
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.
Measurement ▶
Warm the engine up to normal operating temperature (80°C).
Disconnect the fuel rail pressure sensor connector to cut off the fuel injection.
Remove the air cleaner duct and glow plugs. -
-
-
Place the diagram sheet to compression
pressure tester and install it into the plug
hole. 1. 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. -
-
-

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Overload of CDPF
(warning lamp blinking)Excessive overload of CDPF
(warning lamp illuminated)
5) Warning Lamp Related to CDPF
CDPF regeneration process (warning lamp NOT illuminated) ▶
The CDPF system enters the regeneration mode
when the driving distance becomes approx. 600 to
1,200 km (may differ by the driving condition and
driving style). Then, the engine ECU performs the
CDPF regeneration operation. However, the driver
is not informed with this operation by any engine
warning lamp or vehicle signal, so he/she may not
detect this operation. The control logic at the post-
injection dur-ing the regeneration process is to
increase the fuel injection volume and control the
intake air volume (by the throttle body) in order to
increase the temperature of the exhaust gas. The
driver may not feel any particular difference from
the vehicle.
If the CDPF cannot reach the regeneration
temperature due to low speed driving or other
reason during the regeneration process, the soot is
continuously accumulated in the CDPF. W hen this
condition continues and the CDPF is overloaded
with soot, the engine warning lamp blinks to inform
this situation to the driver.
In order to solve this problem, drive the vehicle at a
speed of approx. 80 km/h for 15 to 20 minutes to
perform the CDPF regeneration process.
If the engine warning lamp on the instrument
cluster blinks, the CDPF is overloaded. In this
case, perform the step 2. 1.
2.
3.If the vehicle is driven at a speed of 5 to 10 km/h
for an extended period of time, the soot
accumulated in the CDPF cannot be burned as the
CDPF cannot reach the regeneration temperature.
Then, an excessive amount of soot can be
accumulated in the CDPF.
This case is much worse than the simple over-load
of the CDPF. To inform this to the driver, the
engine warning lamp comes on and the engine
power is decreased to protect the system.
To solve this problem, blow soot between the
engine and exhaust system several times and
erase the related DTC. Then, check if the same
DTC is regenerated again. If so, check the DTC
related to the differential pressure sensor. 1.
2.
3.
OFF
Blinking Illuminating
Blinking Illuminating

14-92412-02
Differential Pressure Sensor
Calculates the amount of PM
collected by reading the pressure
difference between pre-CDPF and
post-CDPF.Engine ECU (D20DTR)
Post injection
Electric Throttle Body
Regulates the air intake
rate.CDPF
(DOC+DPF)Front EGT Sensor
Measures the combustion
temperature.
Rear EGT Sensor
Measures the CDPF
temperature.
2. COMPONENTS
For details, refer to section "Engine Control". *

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3. INPUT/OUTPUT DEVICES
Front temperature sensor: This sensor is installed at the inlet of DOC and detects whether the
DOC can burn (oxidize) the post-injected fuel or not.
Rear temperature sensor: This sensor is installed at the inlet of DPF and monitors that the
temperature of the exhaust gas is kept at 600℃. 1.
2.
If the temperature exceeds 600℃, the life of CDPF can be reduced. So the amount of fuel
post-injection is decreased.
If the temperature drops under 600℃, the rate of regeneration can be decreased. So the
amount of fuel post-injection is increased. -
-
Differential pressure sensor: This sensor checks the amount of PM collected by calculating the
pressure difference between before and after the CDPF.
Electric throttle valve: This valve reduces the intake air flow to raise the temperature of the exhaust
gas when the CDPF is operating during idling. 3.
4.

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4. POST-INJECTION AND AIR MASS CONTROL
A DPS (Differential Pressure Sensor) measures the pressure difference between before and after the
CDPF and detects whether the soot is collected in the CDPF or not. If PM is collected in the CDPF (In
this case the pressure difference between before and after the CDPF exceeds the specified value.
Normally, the system sends the signal when the driving distance becomes approx. 600 to 1,200 km), the
temperature of exhaust gas is increased and the post-injection is started for regeneration. The amount
of fuel post-injection is controlled by the exhaust gas temperature measured by the rear temperature
sensor. If the temperature is less than 600℃, the amount of post-injection is increased to
increase the regeneration temperature. Otherwise, the fuel injection amount is decreased or the fuel is
not injected.
When the engine is running with low load, the intake air amount is also controlled as well as fuel injection
amount. This function is used to increaser the combustion temperature by increasing the amount of fuel
post-injection with the lowest air amount within the specified control logic.

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Rear temperature sensor
Measure the outlet
temperature of DOC.
This sensor is located at the
rear side of DOC and
monitors the overheating of
CDPF and post injection
volume.
Differential pressure sensor
Measures the difference between
inlet and outlet pressures of CDPF.
If the difference is higher than the
specified value when collecting the
PM, this makes the post injection
for forced recycling of PM.
Front temperature sensor
Measures the temperature of
exhaust gas.
This sensor is located at the rear
side of exhaust manifold and
monitors the temperature of
combusted gas to prevent the
exhaust system from overheating.
When the temperature gets higher,
this sensor cuts off the fuel delivery
and controls the EGR to lower the
temperature.
Engine ECU (D20DTR)
T-MAP sensorIntake air
mass
Measures
the
excessive
amount of
PM.
Injector (C31)
Controls the post injection.
Electric throttle body
Controls the intake air mass.
HFM sensor
Wide band
oxygen
sensor
Boost
pressure/
temperature

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Collecting PM
→ Regeneration
The engine ECU detects the
amount of PM collected by the
information from the
temperature sensors and
differential pressure sensor.
When the soot is accumulated,
the engine ECU performs post-
injection to increase the
exhaust gas temperature and
burns the collected PM at
approx. 600°C.Oxidation (DOC)
When the exhaust gas enters
into the CDPF assembly, its
CO, HC and PM are reduced
by the redox reaction of the
DOC. The remaining PM is
filtered and collected in CDPF,
and the temperature of the
exhaust gas is increased to
between 450 and 500°C.
5. OPERATING PROCESS
[Configuration and principle of operation]
The exhaust gas
passed through the
exhaust manifold
enters into the CDPF
assembly (at approx
250℃).

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3) PM Regeneration of DPF
The differential pressure sensor installed in the DPF measures the pressure values of inlet and outlet of
CDPF. And the amount of the PM collected in the filter is calculated based on the exhaust temperature,
intake air mass flow, booster pressure, etc.
The regeneration is started when the amount of the collected PM is 28 g or more.
The ECU commands post-injection to increase the temperature of CDPF to 600℃.
When the amount of the collected PM is not enough: The DPF works as a filter. 1.
When enough amount of PM is collected: The ECU commands post-injection and increase the
exhaust gas temperature to start regeneration. 2.