ENGINE EXHAUST SYSTEM

1913-01/1913-01/1792-01/2411-01/1913-01/1913-01/
913-01/1913-01/1913-01/1913-01/2411-01/1792-01/
1725-01/2411-01/
ENGINE EXHAUST SYSTEM

GENERAL REMOVAL AND INSTALLATION

1. INSPECTION BEFORE DIAGNOSIS....... 3 1913-01 DIAGNOSIS AND MAINTENANCE

For TURBO CHARGER SYSTEM. 38
1913-01 PATH OF TUBO CHARGER
OVERVIEW AND OPERATION DEFECT....................................... 41
1913-01 HOW TO DIAGNOSE.................... 45
PROCESS
1913-01 PATH OF EXHAUST DEVICE
1. EXHAUST SYSTEM LAYOUT................ DEFECT....................................... 47
5
1913-01 TUBO CHARGER ASSEMBLY..... 52
1913-01 TUBO CHARGER CHECK
FOR VGT..................................... 56
CONFIGURATION AND FUNCTIONS
2411-01 EGR VALVE................................. 59
1792-01 VACUUM MODULATOR
1913-01 TUBO CHARGER ASSEMBLY 7 ASSEMBLY.................................. 64
1913-01 VGT(VARIABLE GEOMETRY
1725-01 EXHAUST MANIFOLD.................. 66
TUBOCHARGER)......................... 13 2411-01 EXHAUST PIPE........................... 68
1792-01 EGR VALVE AND VACUUM
MODULATOR............................... 23
2411-01 EXHAUST DEVICE AND
MUFFLER..................................... 32
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ENGINE EXHAUST SYSTEM 1913-01

GENERAL

1. INSPECTION BEFORE DIAGNOSIS

The base of making diagnosis on the EGR related system is the inspection on the connections
of the vacuum hoses in related system as the first priority.When abnormal condition occurs with
the EGR system, the basic approach is, as described in prior sentence, making detail
inspections of vacuum circuits of each system before connecting the scan tool or vacuum
tester. It is necessary to manually check on the connections if there are any slacks or loose
circuits even if the visual inspection shows vacuum hose as being connected. If there are not
any problems then the next inspection area is the connections of the system connectors. Most
problems with the occurrence of system malfunction are from conditions of vacuum line and
connector connections and the causes from the malfunction of mechanical mechanism is
actually very few.
For example, when there are no problems with basic components, let's assume that there is a
vehicle having vacuum leak from connection slack in the vacuum line between EGR vacuum
modulator and EGR valve. This vehicle, due to the driving condition or, according to the
circumstances, smog or other conditions, could create customer's complaint and by connecting
the scanning device could display as the malfunction of the EGR valve's potentiometer.
As previously explained, this car has a separate controller to control the HUBER EGR and, in
accordance with various input element, the controller controls EGR valve by regulating the
force of vacuum being applied to the EGR valve through PWM control. At this time, the
controller has to receive feedback whether the EGR valve operates correctly according to the
value sent to the EGR modulator and this role is performed by the EGR potentiometer located
at top section of the EGR valve.
In other word, the controller sent correct output value to the EGR vacuum modulator but, due
to the leakage of vacuum, signal of required value can not be received from the EGR
potentiometer causing to display as malfunction of related parts.
As a reference, the EGR valve of diesel vehicle (DI Engine) controlling from the engine ECU to
EGR system has different shape than the HUBER EGR valve because the EGR valve's
operation signal in the DI engine is performed by the HFM sensor instead of the EGR
potentiometer.
This principle is that when the EGR valve opens up to flow exhaust gas into the intake unit the
amount of fresh air, comparatively, will be reduced. The DI engine ECU receives feedback
signal of change in amount of air being passed through the HFM sensor according to the
opening amount of the EGR valve.

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▶ HUBER EGR System for IDI Engine (Including the EGR Valve Potentiometer)

The other big difference between the HUBER EGR and EGR controller for DI engine is that
from two vacuum modulator, one is same as being the modulator for EGR valve whereas the
HUBER EGR system's the other modulator controls ALDA of injection pump and the DI engine's
the other modulator controls waist gate of the turbo charger.
This difference is in accordance with the difference in fuel injection method where the IDI
engine has mechanical injection system and DI engine is capable of making electronically
controlled fuel injection.
In other word, to reduce the amount of the fuel injection in no-load rapid acceleration mode, the
IDI engine's HUBER EGR utilizes solenoid valve to disconnect the connection circuit between
intake manifold and ALDA causing negative pressure to occur in the vacuum modulator to
reduce the amount of fuel injection. When DI engine, basing input signal from the related
sensors such as acceleration pedal sensor and engine RPM, recognizes that current mode is
the no-load rapid acceleration mode it reduces the amount of fuel injection by sending short
electrical signal to the injector. Therefore, disregarding the modulator for the EGR valve in DI
engine, one must keep in mind that the other modulator is used to control the booster pressure
valve in turbo charger.

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OVERVIEW AND OPERATION PROCESS

1. EXHAUST SYSTEM LAYOUT
EGR Valve and Installation Location

Intake air Intake

(intercooler) manifold
Intake Intake
manifold manifold

EGR pipe
EGR pipe (LH)

Exhaust Manifold
Exhaust
manifold

To turbo- To EGR EGR pipe (RH)

charger valve
Diesel catalytic converter → Muffler

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2) Exhaust Gas Flows

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CONFIGURATION AND FUNCTIONS

1913-01 TUBO CHARGER ASSEMBLY
1) Overview of Turbo Charger
The turbo charger is an air pump installed on the intake manifold.
It enhances power and increases torque power of engine to increase the fuel consumption rate.
The engine without turbo charger cannot get as much power output as it inducts air by the
means of vacuum being generated from descending strokes of the piston. Therefore, by
installing the turbo charger on the intake manifold, it supplies great amounts of air to the
cylinder increasing the volume efficiency and, subsequently, enhances output power.
Also, as the engine's power enhances, it increases the torque power and improves the fuel
consumption rate. The regular turbo charger operates by utilizing the pressure from the exhaust
gas and the other, called Super Charger, operates by utilizing power from the engine. When the
turbo charger is installed, weight of the engine increases by 10 to 15 % whereas the output
power increases by 35 to 45 %.

D20DT

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2) Operating Principle of Turbo Charger

The turbo charger has one shaft where at each ends are installed with two turbines having
different angles to connect one end of housing to the intake manifold and the other end to the
exhaust manifold. As the turbine, at exhaust end, is rotated by exhaust gas pressure the
impeller, at intake end, gets rotated to send air around center of the impeller, being
circumferentially accelerated by the centrifugal force, into the diffuser.
The air, which has been introduced to the diffuser having a passage with big surface,
transforms its speed energy into the pressure energy while being supplied to the cylinder
improving the volume efficiency. Also, the exhaust efficiency improves as the exhaust turbine
rotates. The turbo charger is often referred to as the exhaust turbine turbo charger.
Diffuser: With the meaning of spreading out it is a device that transforms fluid's speed energy
into the pressure energy by enlarging the fluid's passage to slow down the flow.

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3) Construction of Turbo Charger

The turbine wheel in turbo charger and compressor wheel are installed at each side of the
shaft.
It is comprised with the shaft supporting center housing (supporting the compressor with two
float journal bearings), the turbine side parts of turbine wheel, shroud and turbine housing, and
the compressor side parts of compressor wheel, back plate and compressor housing.

1. The turbine rotates turbine wheel by receiving exhaust gas energy from the engine.
2. The compressor receives torque energy from the turbine and the compressor wheel inducts
air to force it inside of the cylinder.

1. Turvine ghousing A. Air inet (from atmosphere)

2. Turvine wheel B. Air flow
3. Compressor housing C. Echaust fas inlet (from cylinder)
4. Compressor wheel D. Exhaust gas outlet (to atmosphere)
5. Center housing E. Echaust gas bypass passage
6. Turbo charger booster pressure control H. Oil supply opening
valve
7. Control link J. Oil return line
8. Bypass flap

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4) Impeller
The impeller is wings (wheel) installed on
the intake end and performs the role of
pressurizing air into the cylinder.

The radial type has the impeller plate

arranged in straight line at the center of shaft
and, compared to the backward type, is
being widely used as it is simple, easy to
manufacture and appropriate for high speed
rotation.
As the impeller rotates in the housing with
the diffuser installed in it, the air receives
centrifugal force to be accelerated in the
direction of housing's outer circumference
and flows into the diffuser.
As surface of the passage increases, air
flown into the diffuser transforms its speed
energy into pressure energy and flows into
the intake manifold where the pressurized
air is supplied to cylinder each time the
intake valve of cylinder opens up.
Therefore, the efficiency of compressor is
determined by the impeller and diffuser.

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5) Turbine
The turbine is wings installed at the exhaust end where, by the pressure of exhaust gas, it
rotates the compressor and performs the role of transforming heat energy of exhaust gas into
torque energy. The radial type is used as the turbine's wings. Therefore, during operation of the
engine, the turbine receives temperature of exhaust gas and it rotates in high speed, it requires
to have sufficient rigidity and heat resisting property.
During operation of the engine, exhaust gas discharged through the exhaust valve of each
cylinder makes turbine rotate by coming in contact with the turbine's wings from the outer
circumference within housing of the turbine and is exhausted through the exhaust manifold.
At the same time, as the impeller is on the same shaft, it rotates.

6) Floating Bearing
Floating Bearing is a bearing, which supports the turbine shaft that rotates at about 10,000 to
15,000 rpm. It could be rotated freely between the housing and the shaft as it gets lubricated by
oil being supplied from the engine.

- Stopping the engine immediately after driving at high speed stops oil from being supplied
to the bearing and may cause it to get burnt. Therefore, the engine must be stopped after
cooling the turbo system by sufficiently idling the engine.

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7) Booster Pressure Control Valve Unit (Turbo Charger Actuator)

In order to reduce discharging of hazardous exhaust gas and to avoid the engine's overrun the
turbo charger must be appropriately controlled. The maximum turbo charging pressure must be
controlled as excessive increase in the pressure and power output can cause critical damages
to the engine. In order to control these, the booster pressure control valve is installed on the
turbo charger.
The difference of the booster pressure control between the existing IDI engine and DI engine is
that in IDI engine, booster pressure of the intake manifold operates the booster pressure control
valve connected directly to the turbo charger whereas in DI engine, the control is achieved by
utilizing vacuum modulator (vacuum from a vacuum pump) designed to control the booster
pressure control valve. It operates booster pressure control valve by supplying electrical power
to the vacuum modulator having the amount of air being flown into the HFM sensor from the
engine's ECU as the base signal.
Refer to the EGR section in following pages for the function of turbo charger and HFM sensor in
exhaust system.

▶ Booster pressure control valve unit and vacuum modulator

Turbo charger booster

Turbo charger booster
vacuum modulator

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1913-01 VGT (VARIABLE GEOMETRY TUBO CHARGER)

1) Overview
VGT is a certain type of turbocharger system that increases the intake air volume by using the
exhaust air flow.
The following chart shows the comparison values between a normal turbocharger and VGT
regarding highest speed, drive-off performance and pass-ahead acceleration.
1. Enhanced highest speed: 4.1% of the highest speed increases compared to normal
turbocharger.
2. Enhanced drive-off performance: The time taken to reach from 0 kph to 100 kph decreases
15.1% compared to normal turbocharger.
3. Enhance pass-ahead performance: This is evaluated by measuring the time taken to reach
from 60 kph to 100 kph.
The shorter it is the better performance.

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2) Structure

Turbocharger actuator
Oil supply tube

Vacuum
modulator

Instrument panel ECU No.95

(passenger side)
No.63-7.5A

A. Support bar D. EGR vacuum modulator F. Vacuum pump

B. Oil return tube E. Turbocharger vacuum

modulator
C. EGR pipe F. Vacuum pump

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Tightening Torque

Turbocharger assembly
Turbocharger actuator
25 ± 2.5 Nm
Turbine housing

Adaptor pipe
25 ± 2.5 Nm

Oil supply tube

Upper Compressor housing
18 ± 1.8 Nm
connection
Lower
18 ± 1.8 Nm
connection

Oil return tube

Support bar
Upper
Upper 10 ± 1.0 Nm
32 ± 3.2 Nm connection
connection
Lower
Lower 10 ± 1.0 Nm
32 ± 3.2 Nm connection
connection

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3) Components of VGT

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Components

Bearing housing and center

housing:
This encloses the bearing,
seal, oil recirculation path and
turbocharger shaft.

Turbine housing:
This is located on the
exhaust manifold and VGT actuator:
encloses the turbine This prevent the turbocharged
wheel. pressure from increasing over
the specified value.

Compressor housing:
This induces the fresh air to
the compressor wheel and
supplies the compressed
air to the intercooler through
the hose.

Turbine wheel: Unison ring Compressor wheel (Impeller):

This is rotated by exhaust gas This is rotated by turbine wheel
and connected to the connected through turbocharger
compressor wheel through shaft, and compresses and draws
turbocharger shaft. the fresh air.

Turbocharger shaft:
This is located within
center housing and
connects the turbine
wheel to the
compressor wheel.

Floating bearing:
Turbocharger rotates at very high speed (100,000 ~ 150,000 rpm). To prevent the turbocharger
from being damaged, floating bearing is used for this system.
This is lubricated by engine oil. If the engine stops when the turbocharger is still hot, the
bearing may be stuck because the oil cannot be supplied.
After high speed driving, run the engine at idle speed until the turbocharger cools down.

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4) Components
In VGT system, the turbine and compressor are installed on a same shaft.
And on the turbine shaft, 11 variable inlet vanes are installed to change the flow of exhaust gas.
Also, the round unison ring is mounted behind vanes to activate all vanes concurrently.
The turbine housing and compressor housing are installed to cover the turbine and compressor,
and the vane control actuator is installed to activate the unison ring towards the turbine housing.

(1) Unison ring

The unison ring is designed to be capable to rotate either clockwise or counterclockwise and to
connect to the vane control actuator.

(2) Variable turbine inlet vane

The variable turbine inlet vane is connected through the unison ring and vane arm, 11 vanes
are rotated when the actuator is activated.
11 vanes are used as a passage for the exhaust gas led to the turbine inlet. According to their
rotation, the flow passage area of exhaust gas varies.
At low speed, the flow passage is narrowed and the flow speed of the exhaust gas increases,
resulting in increasing the delivery energy of turbine. At high speed, the flow passage is
widened and the much exhaust gas is generated, resulting in considerably increasing the
delivery energy of turbine.

(3) Vane control actuator

The vane control actuator is connected to the VGT solenoid valve duty-controlled by the engine
computer (ECU) via the vacuum hose. Therefore, the duty rate of the solenoid valve is changed
by ECU according to the operating conditions and accordingly the movement of the actuator is
controlled.

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5) Principles
(1) How it works at low speed
Normal turbocharger can't get the turbo effect because the amount of exhaust gas is not much
and the flow speed is slow in a low speed zone, but VGT allows the flow passage of exhaust
gas to narrow, resulting in increasing the flow speed of exhaust gas and running the turbine
quickly and powerfully.
Therefore, as VGT can inhale more air than normal turbocharger, it can give the benefit of the
increased output even in a low speed zone.

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Basic principle at low speed

At low speed, it utilizes the principle of
venturi. For example, when air flows through
the venturi tube, the flow speed is faster and
the pressure is lower at the point "A". In this
case, if the inner diameter of venturi is more
narrowed, the flow speed is so much faster
V1 x A1 = V2 x A2 = Constant (refer to the equation).

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(2) How it works at low speed

In a high speed zone, the amount of exhaust gas increases and it is accompanied with a great
force. Therefore, if the inner diameter of venturi is more widened, the turbine in the
turbocharger by the releasing force of abundant exhaust gas can deliver a more increased
energy to the compressor. The output will increase in submission to the increase of intake air
volume.

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▶ Controlling VGT system

The VGT control system checks the engine revolution, accelerator pedal value, atmospheric
pressure, booster pressure, water temperature, intake air temperature, vehicle speed and
clutch switch signal to determine the driving conditions of a vehicle.

The booster pressure map that is targeted on according to the engine revolution and fuel
injection volume is determined inside of ECU. The ECU drives the vane control actuator to
control the booster pressure, by controlling the solenoid valve to 300 Hz of frequency and the
duty value. This helps to maintain the engine at its optimum condition.

Take a note that the booster pressure sensor is adopted, which is designed to perform the
feedback control for matching the booster pressure targeted by ECU by measuring the booster
pressure actually.
The feedback control allows more accurate controlling.

▶ 8 Conditions for inhibiting VGT operation

1. If the engine speed is less than 700 rpm
2. If the coolant temperature is below approx. 0?
3. If any part related to the EGR is defective
4. If the VGT actuator is defective
5. If the booster pressure sensor is defective
6. If the mass flow sensor is defective
7. If the throttle flap is defective
8. If the accelerator pedal sensor is defective
If any of above conditions is met, ECU will not control the VGT system.

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1792-01 EGR VALVE AND VACUUM MODULATOR

1) General Information
EGR system controls the opening value of
EGR valve by transmitting electrical signal
(PWM control) from the engine ECU to
vacuum modulator. Also, the engine ECU
receives the feedback signals of the amount
of air flowing through the HFM sensor.

1. EGR valve 4. EGR center pipe (EGR cooler)

2. Vacuum modulator 5. Intake manifold
3. Vacuum pump

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2) Vacuum Modulator
The biggest difference between the vacuum circuit and layout of the HUBER EGR system after
K2004 has been introduced is the location of the vacuum modulator for EGR valve control and
the function of the other modulator.
In case of EGR equipped vehicle (IDI Engine), it performs the role of controlling the PLA of
injection pump whereas, in DI engine, it controls the turbo charger actuator.

DI engine vacuum modulator 1. Turbo charger booster vacuum modulator

2. EGR valve vacuum modulator
To EGR valve From vacuum pump (1).To Turbo Charger Actuator (Gray)
(2).To EGR Valve (Black)

To turbo charger
Vacuum pump
actuator

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3) Vacuum Modulator and Vacuum Hose

Below figures illustrate vacuum hoses and related parts of EGR or turbo where wrong or poor
connection of vacuum hose would display condition of engine irregularity and defect diagnostic
codes on the scan tool.

Related with EGR valve

EGR valve From vacuum pump

Vacuum modulator for

EGR valve control

Related with turbo charger actuator

Turbo charger pressure valve

Vacuum modulator for turbo

charger booster control From vacuum pump

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4) EGR System Diagram

▶ EGR valve
EGR valve recirculates some of exhaust gases to intake system to reduce toxic NOx from
engine according to ECU signals.
1. EGR valve opening point : -270 mmHg

▶ EGR modulator
According to ECU signals, the vacuum modulator drives EGR valve by controlling vacuum
pressure that is generated by vacuum pump with PWM type controls.

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5) Vacuum Modulator Layout

Turbocharger EGR valve Vacuum pump hose

actuator

Vacuum pump

Turbocharger
vacuum modulator

EGR vacuum
modulator

Vacuum Modulator for VGT Vacuum Modulator for EGR Valve

Turbocharger Actuator Control

IP internal fuse Engine ECU IP internal fuse Engine ECU

(RH) No.63-7.5A No. 95 (RH) No.63-7.5A No. 95

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6) Operation Principle of Vacuum Modulator

According to ECU signals, the solenoid valve controls the vacuum pressure that is generated
by vacuum pump (-900 ± 20 mbar) with PWM type control and drives the mechanical
EGR valve and turbo charger.

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▶ Operating principle: Balance between original vacuum pressure and magnetic

forcs (see aboe figure)
1. Normal state (Fig. A): Original vacuum and seat section, 3 stoppers keep sealing
2. Duty up state (Fig. B): Original vacuum pressure is connected to inside of diaphragm
chamber
3. Duty down state (Fig. C): Increased diaphragm chamber pressure is connected to
atmosphere to compensate the pressure.

Operating principles when duty is applied from 0 to 50 %

▶ Vacuum consumption: Compared to 50 % of duty, ON/OFF periods are most

unstable and vacuum consumption is most high.

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▶ Output characteristics

▶ Operating conditions
1. Engine is running
2. Engine RPM is within a specified range. (EGR OFF under high RPM range)
3. Engine torque is within a specified range. (EGR OFF under high torque range)
4. Vehicle speed is within a specified range. (EGR OFF under high speed range)
5. Atmospheric pressure is within a specified range.
(EGR OFF under high altitude and low atmospheric pressure)
6. Coolant temperature is within a specified range. (EGR OFF under high or low temperature)
7. EGR OFF under extended period of idling.

▶ Control logic
1. Main map: EGR volume is controlled based on intake air volume
2. Auxiliary map
1) Coolant temperature (Coolant temperature sensor)
2) Engine rpm (Crankshaft position sensor)
3) Engine load (TPS): Detection of sharp acceleration
4) Intake air temperature (HFM): Decreases when over 60°C
5) Atmospheric pressure (Barometric sensor): Compensation of altitude
3. Compensation value of auxiliary map will be increased/decreased based on main map
then ECU calculates EGR volume finally to regulate the vacuum duty that applies to the
vacuum modulator to control EGR valve openings.

▶ Shut-off conditions
1. Engine rpm: over 2,950 rpm
2. Vehicle speed: over 105 km/h
3. Coolant temperature: over 100°C or below 10°C
4. Idle period: over 50 seconds

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7) Electrical Circuit Related To Vacuum Modulator

IP Fuse Box (Passenger Side) Engine Main Relay & Fuse No. 63

Engine main relay

Fuse No. 63 (7.5A)

Fuse No. 63 (7.5A)

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2411-01 EXHAUST DEVICE AND MUFFLER

The muffler is located at the middle of the exhaust pipe and reduces the pulse noise and the tail
pipe noise by eliminating the flowing resistance from the exhaust gas.
The important elements of the muffler are volume, construction and location.

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1) System Overview
(1) Exhaust System
Check the complete exhaust system and the nearby body areas and trunk lid for broken,
damaged, missing or mispositioned parts, open seams, holes, loose connections, or other
deterioration which could permit exhaust fumes to seep into the trunk may be an indication of a
problem in one of these areas. Any defects should be corrected immediately.

- When you are inspecting or replacing exhaust system components, make sure there is
adequate clearance from all points on the underbody to avoid possible overheating of the
floor panel and possible damage to the passenger compartment insulation and trim
materials.

(2) Muffler
Aside from the exhaust manifold connection, the exhaust system uses a flange and seal joint
design rather than a slip joint coupling design with clamp and U-bolts.
If hole, open seams, or any deterioration is discovered upon inspection of the front muffler and
pipe assembly, the complete assembly should be replaced.
The same procedure is applicable to the rear muffler assembly.
Heat shields for the front and rear muffler assembly and catalytic converter protect the vehicle
and the environment from the high temperatures that the exhaust system develops.

(3) DOC (Diesel Oxidation Catalyst)

DOC (Diesel Oxidation Catalyst) is the purification device to reduce the toxic emissions from
the exhaust gas from the engine. By using the chemical reaction, the amount of toxic gas such
as NOx can be reduced.

- To prevent damage of DOC, never contact the lift pad when lifting up the vehicle.

(4) Heat Shield

The heat shield protects the vehicle and components from the high heat generated from the
exhaust system.
In this vehicle, the heat shield to block the heat from DOC is installed to the underbody, and the
heat shield to block the heat from the rear muffler is installed to the underbody between the fuel
tank and the rear muffler.

(5) Hanger
The hanger is to support the components.
If the ganger is not properly installed, it may cause the vibration that is very difficult to diagnose.
Therefore, install the hanger to the correct location so that the exhaust system cannot contact to
the underbody and other components.

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(6) DOC (Diesel Oxidation Catalyst)

▶ System and principle
Oxidation catalytic technology for diesel engine is basically the same with it of gasoline engine
used before development of 3 primary catalyst (2 primary catalyst), and its effect and
performance were already proved.
DOC (Diesel Oxidation Catalyst) reduces HO and CO contained exhaust gas over 80 %, and
removes SOF (Soluble Organic Fraction) over 50 ~ 80 %, but because its portion in total PM is
low, it reduces approx, 20 ~ 40 % of TPM (Total Particulate Material).
Because of low reducing rate for PM of DOC, in order to guarantee safety rate of PM regulation,
this technology is being used mainly.
And it should keep over 80% of PM reducing rate, and at present it plays a role as a transition
stage.
And also it reduces diesel odor and black smoke, platinum or palladium are being used as a
catalyst.
On the other hand, it is a problem that it makes the reaction of oxidation, which SO2 produce
SO3 and H2 SO4 by reacting to oxygen in exhaust gas, if temperature of exhaust gas becomes
over 300°C, and this produced gas is very harmful to human body. To prevent is,
previously it is requested that the sulfur content rate of fuel should be below 0.05 %, and in the
future it is being expected to keep it below 0.01 %.

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▶ Catalytic converter structure

The Catalytic converter of monolith type consists of 2 walled metal bodies which is made of
Cordierite.
The principal element of converter consists of the materials like Alumina or oxidized Serume in
order to apply to Ceramic Monolith. Washer coat operates first, and catalytic metal elements
(Pt, Pd, Ph) operates to washer coat next.
Monolith type is lighter than other types, easy to manufacture and quickly approaches to proper
temperature.
Washer coat is used to make a contact surface with exhaust gas bigger by adhering closely to
small holes of inner layer.
If a lead compound or phosphorus adheres to the surface and the temperature rises, its surface
is decreased.
The total area of general monolith converter is about 45,000 ~ 500,000 ft3. (10 times of a
football field) Generally Alumina (AL2O3) is used as a raw material and its 7 phases of gamma,
delta, theta have big areas and high stability for the temperature, and nowadays
gamma Alumina is used usually.

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▶ Catalytic converter and temperature

Catalytic converter has the normal function of purification at a range of the temperature.
Because it has a weak point of decreasing of the purification rate in the condition of continuous
high temperature, it should keep the temperature range of 400 to 500°C for normal
condition. HC purification rate becomes better according to the increase of temperature in the
normal range of temperature.
CO purification rate becomes the best near the temperature of 450°C, and NOx does so
near the temperature of 400 to 500°C.

▶ Purification of catalytic converter

- Adhesion of soluble organic fraction
(SOF) below 180°C
- Purification of soluble organic fraction
(SOF) over 180°C

▶ Chemical reaction formula

- SOF (HC) + O2..........O2 +H2O
- 2CO + O2 .................. 2CO2
- 2C2H6 + 7O2 ............. 4CO2 + 6H2O

- Oxygen adheres to catalytic material :

below 180°C

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- Catalytic material supplies each CO and

HC with O2 for their oxidation : above
180°C

- Catalytic material conversion process by

DOC

▶ Method for reduction of NOx

NOx is generated a great deal in case that combustion temperature and excess air factor are
high. EGR valve can decrease NOx (30 to 35% decrease) by making temperature of
combustion chamber fall by means of exhaust gas re-circulation.

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REMOVAL AND INSTALLATION

1913-01 DIAGNOSIS AND MAINTENANCE FOR
TURBO CHARGER SYSTEM
1) Cautions During Driving
The following lists cautions to take during test drive and on the turbo charger vehicle, which
must be considered during the operation;
1. It's important not to drastically increase the engine rpm starting the engine. It could make
rotation at excessive speed even before the journal bearing is lubricated and when the turbo
charger rotates in poor oil supply condition, it could cause damage of bearing seizure within
few seconds.
2. If the engine is running radically after replacing the engine oil or oil filter brings poor oil
supply condition.
To avoid this, it's necessary to start off after idling the engine for about 1 minute allowing oil
to circulate to the turbo charger after the replacement.
3. When the engine is stopped abruptly after driving at high speed, the turbo charger continues
to rotate in condition where the oil pressure is at '0'. In such condition, an oil film between
the journal bearing and the housing shaft journal section gets broken and this causes
abrasion of the journal bearing due to the contact of metal parts. The repeat of such
condition significantly reduces life of the turbo charger.
Therefore, the engine should be stopped possibly in the idle condition.

- After string for long period of time during winter season or in the low temperature condition
where the fluidity of engine oil declines, the engine, before being started, should be
cranked to circulate oil and must drive after checking the oil pressure is in normal condition
by idling the engine for few minutes.

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2) Inspection of Turbo Charger

When problem occurs with the turbo charger, it could cause engine power decline, excessive
discharge of exhaust gas, outbreak of abnormal noise and excessive consumption of oil.
1. Inspection when installed
1) Check the bolts and nuts for looseness or missing
2) Check the intake and exhaust manifold for looseness or damage
3) Check the oil supply pipe and drain pipe for damages
4) Check the housing for crack and deterioration

2. Inspection of turbine in turbo charger

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.
1) 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 turbo charger.
2) Oil Leakage: Followings are the reasons for oil leakage condition
· Problems in engine: In case where the oil is smeared on inner wall section of the
exhaust gas opening.
· Problems in turbo charger: 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 turbo
charger problem.

3) Oil Drain Pipe Defect

In case where oil flow from the turbo charger 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.

4) Damages from Foreign Materials

When the foreign materials get into the system, it could induce inner damage as rotating
balance of the turbo charger gets out of alignment.

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3) Inspection of Turbine
Thoroughly check the followings.

- Must absolutely not operate the turbo charger with the compressor outlet and inlet opened
as it could damage the turbo charger or be hazardous during inspection.

1. Interference: In case where is trace of interference or smallest damage on the compressor

wheel means, most of times, that abrasion has occurred on the journal bearing. Must inspect
after the overhaul.
2. Oil Leakage: The reason for oil leakage at the compressor section is the air cleaner, clogged
by substances such as dust, causes the compressor inlet negative pressure;
1) Rotating in high speed at no-load for extended period of time can cause oil leakage to
the compressor section as oil pressure within the center housing gets higher than
pressure within the compressor housing.
2) Overuse of engine break (especially in low gear) in down hill makes significantly low
exhaust gas energy compared to the time where great amount of air is required during
idling conditions of the engine. Therefore, amount of air in the compressor inlet
increases but the turbo charge pressure is not high, which makes negative pressure at
the compressor section causing the oil leakage within the center housing.

- No problem will occur with the turbo charger if above conditions are found in early stage
but oil leaked over long period of time will solidify at each section causing to breakout
secondary defects.

3. Damages by foreign materials: In case where the compressor wheel is damaged by foreign
materials requires having an overhaul. At this time, it's necessary to check whether the
foreign materials have contaminated intake/exhaust manifold or inside of engine.

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1913-01 PATH OF TUBO CHARGER DEFECT

The following tries to understand the defects that can occur with vehicle installed with the turbo
charger and to manage the reasons of such defects.

1. In case where oil pan/oil pipe has been contaminated, oil filter is defected and where
adhesive of gaskets has been contaminated into the oil line.

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2. Oil Pump Defect: Rapid over-loaded driving after replacing oil filter and oil and clogging of
oil line.

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3. Turbine Side: Inflow of foreign materials from engine Compressor Side: such as air filter,
muffler and nut

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4. Defects caused by reasons other than that of the turbo charger.

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1913-01 HOW TO DIAGNOSE

The followings are cautions to take in handling defects of turbo charger, which must be fully
aware of;

1) Cautions When Examining the Defects

1. After stopping the engine, check whether the bolts on pipe connecting section are loose as
well as the connecting condition of vacuum port and modulator, which is connected to the
actuator.
2. During idling of the engine, check for leakage in the connecting section of pipe (hoses and
pipes, duct connections, after the turbo charger) by applying soap water. The leakage
condition in the engine block and turbine housing opening can be determined by the
occurrence of abnormal noise of exhaust.
3. By running the engine at idle speed, abnormal vibration and noise can be checked.
Immediately stop the engine when abnormal vibration and noise is detected and make
thorough inspection whether the turbo charger shaft wheel has any damages as well as
checking the condition of connections between pipes.
4. In case where the noise of engine is louder than usual, there is possibility of dampness in
the areas related with air cleaner and engine or engine block and turbo charger. And it could
affect the smooth supply of engine oil and discharge.
5. Check for damp condition in exhaust gas when there is sign of thermal discoloration or
discharge of carbon in connecting area of the duct.
6. When the engine rotates or in case where there is change in noise level, check for clogging
of air cleaner or air cleaner duct or if there is any significant amount of dust in the
compressor housing.
7. During the inspection of center housing, inspect inside of the housing by removing the oil
drain pipe to check for sludge generation and its attachment condition at shaft area or
turbine side.
8. Inspect or replace the air cleaner when the compressor wheel is damaged by inflow of
foreign materials.
9. Inspect both side of the turbo charger wheel after removing inlet and outlet pipe of the turbo
charger.
1) Is the rotation smooth when the rotor is rotated by hand?
2) Is the movement of bearing normal?
3) Inspect whether there has been any signs of interference between two wheels.

- It's important not to drive the engine when the intake manifold hose has been removed.

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2) Diagnosis and Measure

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1913-01 PATH OF EXHAUST DEVICE DEFECT

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1913-01 TUBO CARGER ASSEMBLY

Basically, the turbocharger should be serviced at Ssangyong Authorized Service Center.
When eliminating the carbon deposit from the turbine wheel during the service procedure, use
only soft brush or solvent other than sand paper or metallic tools.

Turbocharger pressure
Oil supply tube
regulator
Adaptor pipe
Vacuum hose

Bolt
support bar
Oil return pipe

- Use only the turbocharger with same specifications.

- Replace the gasket and sealing with new ones once removed.
- Tighten the fasteners with specified tightening torque.
- Change the engine oil before starting the engine.
- If suspected, check the oil supply pressure.
- Check if the turbine nozzle actuator operates properly.

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1. Remove the negative battery cable.

2. Drain the engine oil by removing the drain plug of the oil pan.

1. Remove the intake hose assembly by removing the clamp on the inlet hose of of the air
cleaner.

A. Hose to oil separator

B.HFM sensor connector

2. Remove the intercooler hose of turbocharger.

A.Turbocharger connection

B.Connecting section of the

intercooler side.

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3. Disconnect the vacuum hose from the turbocharger.

4. Remove two mounting nuts on the exhaust pipe of the turbocharger.

Upper

Vacuum hose
Exhaust pipe
25 ± 2.5 Nm
Lower

25 ± 2.5 Nm

5. Remove the support bar mounting bolt and 6. Separate the hook for engine ground cable
nut from the turbocharger to remove the and remove the lower mounting bolts from
support bar. the oil return pipe.

Hook 23 ± 2.3 Nm

10 ± 1.0 Nm

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7. Remove the hollow bolt from the oil supply pipe of the turbocharger and remove the pipe.

15 ± 1.5 Nm 23 ± 2.3 Nm
8. Remove three mounting nuts from the
exhaust manifold of turbocharger.

25 ± 2.5 Nm

25 ± 2.5 Nm
9. Remove the turbocharger assembly.

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1913-01 TUBO CHARGER CHECK FOR VGT

1) Notes When Handling VGT
1. The turbocharger is sensitive to
excessive vibration coming from external
impact.
When exposed to excessive impact or
vibration, the inside mechanism may be
damaged even though the outside is
intact.

2. The turbocharger should be kept horizontally. If there is much engine oil in the turbocharger
and it is kept vertically with the turbine housing downward, the engine oil may be provided to
variable mechanism assembled towards the turbine housing, which may lead to a
malfunction of the variable mechanism.

3. Never re-adjust the adjusting screw

marked with yellow paint or the axial end
of actuator. Renew them if you found
looseness of the screw or actuator axle,
because they are shipped after precisely
adjusting from the factory.

4. Do not move or assemble the actuator

axle by grasping it in hands. The actuator
axle may be deformed, which affects the
precisely adjusted value.

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5. After installing to the engine, replenish a

small amount of clean engine oil to the
inlet before connecting the oil inlet pipe
of the turbocharger.
6. Do not let any metal debris enter when
installing to the engine.
7. The engine oil may be provided to the
compressor housing if you rapidly
operate the turbocharger with excessive
revolutions immediately after installing to
the engine.
1) Do not raise the engine rpm rapidly
after starting the engine.
2) Do not raise the engine rpm rapidly
after renewing the engine oil and filter
element.
3) Do not stop the turbocharger rapidly
after operating at high engine speed.

2) Check and Service

The turbocharger is rarely out of order or damaged unless the engine is operated in abnormal
conditions. Therefore, it is not necessary to additionally check the turbocharger according to
mileage or operation hours. It is sufficient to simply maintain or service the engine thoroughly.

The following symptoms occur if there is a fault in the turbocharger:

1. reduced engine output
2. noisy engine operation
3. excessive engine oil consumption
4. excessive exhaust gas emitting
The symptoms may be due to a fault of the engine, not the turbocharger. In most cases, you
can check the cause of the fault visually before removing the turbocharger from the engine.

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▶ Check Procedures
1. Firstly, check conditions of the engine because the fault may be due to the engine, not
the turbocharger.
2. Then, check conditions of the turbocharger as follows:
1) whether the compressor is damaged by metal debris or foreign materials.
2) whether the turbine is damaged by metal debris or foreign materials.
3) whether there is no contact between the wheel and the housing (check the bearing for
damage).
4) whether there is damages or influences by hot temperature.

▶ Diagnosis and Servicing

1. Operation conditions of actuator's diaphragm: It is impossible to control the turbocharger
when the operation is poor.
2. Leaking of the turbocharger housing: More engine oil is consumed when leaking.
3. Damage on the turbocharger bearing: Noise can be heard during the turbocharger is
operating (The whole turbocharger may be damaged when the bearing is damaged).

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2411-01 EGR VALVE

1) EGR Valve and Pipe
1. Remove the inlet hose to the intake manifold and disconnect the vacuum hose of the EGR
valve.
Inlet hose to Intake Manifold Vacuum Hose to EGR Valve

6 ~ 7 Nm

2. Remove the mounting bolt/nut to remove the left pipe of the EGR valve and unscrew four
hexagon bolts to remove the EGR valve assembly.
EGR Valve Pipe (LH) EGR Valve Assembly

10 ± 1.0 Nm

10 ± 1.0 Nm 10 ± 1.0 Nm

3. Remove the right pipe of the EGR valve and remove the center pipe.
EGR Valve Pipe (RH) EGR Valve Pipe (Center)
10 ± 1.0 Nm 25 ± 2.5 Nm

35 ± 3.5 Nm 25 ± 2.5 Nm

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4. Install in the reverse order of removal.

1. Observe the tightening torque of the bolts and nuts when installing pipes.
2. Replace the gaskets of the pipes with new ones. The protruding side should face to
pressurized section.

EGR RH Pipe and Gasket EGR LH Pipe and Gasket

Center pipe bolt (2 EA) Intake pipe bolt (4 EA)
(M6 X 16: 10 ± 1.0 Nm) (M6 X 16: 10 ± 1.0 Nm)

Exhaust manifold nut (2 EA)

(M8: 35 ± 3.5 Nm)

Center Pipe EGR Valve

Center pipe upper bolt (2 EA) EGr valve mounting bolt
(M8 X 25: 25 ± 2.5 Nm) (4 EA)
(M6 X 25: 10 ± 1.0 Nm)

LH pipe mounting bolt

Center pipe lower bolt (2 EA) (2 EA)
(M8 X 25: 25 ± 2.5 Nm) (M6 X 16: 10 ± 1.0 Nm)

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2) Inspection for EGR System

If the EGR system is malfunctioning, the engine power may be decreased or the exhaust gas
may be increased. If these happen, troubleshoot the system according to the following
procedures.
1. Inspection for EGR vacuum system
Check the EGR vacuum system (engine vacuum pump - vacuum modulator for controlling EGR
valve - EGR valve) for malfunction. Specifically, check the vacuum hose, connections, kinked
hose and leaks due to interference with surrounding components. Also check the EGR vacuum
modulator's wiring connector. Make sure that the vacuum system source functions properly by
checking the engine vacuum pump for leakage.

EGR valve
Main vacuum when
idling: 690 mmHg

Vacuum modulator
for turbocharger Brake booster
actuator
IWE locking hub

Vacuum modulator
for EGR valve

2. EGR related DTC check using SCAN-Tool

Connect the SCAN-100 to the CAN module and check if there is any DTC related to EGR.
If DTC is appeared, it may be due to the vacuum system.
Therefore, check the EGR system again.
▶ DTC Related to EGR System
P0400 Faulty EGR valve control

P1405 Short circuit to EGR vacuum

modulator (GND)

P1406 Short circuit to EGR vacuum

modulator (B+)
All DTCs are related to EGR valve vacuum
modulator.
Therefore, check the power supply and
ground condition by performing the following
electrical check for EGR valve vacuum
modulator.

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3. Electrical check for EGR valve vacuum modulator

The EGR valve vacuum modulator is supplied with power from the main relay and fuse No. 63
(7.5 A) in the interior fuse box which is located in the instrument panel (RH). Therefore, those
relays and fuses should be checked first.
The vacuum modulator for the VGT turbocharger actuator is installed on the top of the vacuum
modulator for EGR valve. Both are supplied with the same power and controlled (duty cycle) by
engine ECU. The following is the procedure for checking the power supplied to the vacuum
modulator.

IP Interior Fuse Box

Vacuum Modulator
(Passenger Side)
Engine ECU Vacuum modulator for VGT
main relay turbocharger actuator
VGT & EGR vacuum
modulators, HFM

HP pumpIMV Vacuum modulator

for EGR valve
Hazard
warning lamp Connector

Connector Installtion of multimeter

Terminal No. 1

IP interior fuse (RH) Engine ECU

No.63-7.5A No. 96

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4. EGR valve check

If there is no problem found so far, check the EGR valve as a unit.
The EGR valve is working as a passage for exhaust gas. It may not operate due to the
ontamination by the carbon or other foreign materials.
Check the unit according to the following procedures.

1. Remove the intake inlet hose. 2. Connect the vacuum tester to EGR
valve.

3. Check if EGR valve starts to open when

the vacuum gauge indicates approx. 220 ~ 4. Check the conditions of EGR valve.
250 mmHg.

If the valve is severely contaminated,

completely wipe it out with soft cloth. Be
careful not to damage it.

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1792-01 VACUUM MODULATOR ASSEMBLY

1. Separate the vacuum hose to EGR valve (1), the vacuum hose to turbocharger (2) and the
vacuum hose to vacuum pump (3) in turn.

EGR valve vacuum hose

Vacuum pump hose

Vacuum hose for

turbocharger actuator
Brake
booster

IWE locking hub

2. Disconnect the vacuum modulator 3. Unscrew the mounting bolts and remove
connectors to turbocharger (A) and EGR the vacuum modulators.
valve (B).

10 ± 1.0 Nm

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4. Unscrew the mounting bolts and remove

the vacuum modulator bracket.

Vacuum modulator

5. Install in the reverse order of removal.

Components

Vacuum modulator
for VGT
turbocharger
Bracket
actuator

IP internal fuse (RH) Engine ECU Port to VGT Port to

No.63-7.5A No. 95 turbocharger vacuum pump
actuator
Vacuum modulator
for EGR valve Port to EGR
valve

IP internal fuse (RH) Engine ECU

No.63-7.5A No. 96

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1725-01 EXHAUST MANIFOLD

1. Remove the two intake hoses from the
turbo charger.

2. Remove the turbo charger assembly

(refer to Turbo Charger section).

3. Remove the #3 pipe of EGR valve from

the exhaust manifold.
35 ± 3.5 Nm
- The #3 pipe of EGR valve is exposed to
the high temperature and pressure of
exhaust gas. Replace the gasket and
pipe with new ones. Otherwise, it may
cause the leakage of exhaust gas.

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4. Unscrew the nuts and remove the

exhaust manifold and gasket.
40 ± 4.0 Nm
- Replace the gasket with new one.

5. Install in the reverse order of removal.

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2411-01 EXHAUST PIPE

1. Remove the upper bolts at turbo charger.

- Use the universal type wrench.

2. No.1 Exhaust Pipe

A. Unscrew two mounting bolts/nuts from the upper side
(turbocharger).

Turbocharger

3. Diesel catalytic converter (Rear)

A. Remove the pipe mounting rubber using a screwdriver. Diesel
catalytic
converter

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B. Remove two lower mounting bolts/nuts

and the gasket.

4. No.2 Exhaust Pipe and Muffler

- Remove two mounting bolts/nuts from the
muffler side and remove the pipe mounting
rubber using a screwdriver.

5. No.3 Exhaust Pipe and Muffler

- Remove the pipe mounting rubber using
a screwdriver.

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