3170-01 02-3

1. SPECIFICATION
Description Specification
Gear ratio 1st 4.489 : 1
2nd 2.337 : 1
3rd 1.350 : 1
4th 1.000 : 1
5th 0.784 : 1
6th 0.679 : 1
Reverse 4.253 : 1
Synchronizer 1st T: Triple-cone
ring type
2nd T: Triple-cone
3rd T: Triple-cone
4th S: Single-cone
5th D: Double-cone
6th S: Single-cone
Reverse T: Triple-cone
Shifting Type Floor change type
Gear selector Reversing:
lever position High-force type
Transmission Type HD MTF 75W/85 (SHELL) or HK MTF 75W/85(SK)
fluid
Capacity ≒2.2ℓ
Sercive interval Inspect and replenish every 60000 km or 3 years (under
severe driving conditions, change every 120,000 km)

What’s the severe conditions?

- Towing a trailer or off-road driving (Inspect the - Driving in a hilly or mountainous terrain,
leak of fluid at any time, occasionlly) sandy, or dusty area
Taxi, patrol service or delivery service (extended - Driving frequently at high speed over 170
- idling and excessive driving with low speed) km/hour
Frequent stop-and-go traffic, extended idling, - Driving frequently in area where heavy traffic
short driving distance under the ambient temperature above 30°C
-
02-4

2. SPECIAL SERVICE TOOLS

Part No. & Name Appearance Description
Part No.: SSM00203- - Install the main shaft 1st gear sleeve
005 - Install the drive pinion assembly front ball
bearing
Name: - Install the main shaft double angular ball
Main shaft 1st sleeve
bearing
installer

Part No.: SSM00203- - Install the main shaft reverse sleeve and
006 bearing
- Install the main drive pinion assembly front ball
Name: bearing
Main shaft reverse
- Install the main shaft double angular ball
sleeve installer
bearing
- Install the 3rd & 4th synchronizer hub
- Install the main shaft 5th gear
- Install the main shaft 6th gear
Part No.: SSM00203- - Install the main shaft 5th gear sleeve
002 - Install the counter shaft 6th gear sleeve
- Install the counter shaft reverse gear
Name:
- Install the main shaft ball bearing
Main shaft 5th sleeve
installer

Part No.: SSM00203- Install the extension housing oil seal

003

Name:
Oil seal installer

Part No.: SSM00203- Install the control shaft oil seal

004

Name:
Oil seal installer
 3170-01 02-5

Part No. & Name Appearance Description

Part No.: SSM00203- Install the counter shaft front roller bearing
001

Name:
Counter shaft
bearing installer

Part No.: Support the counter shaft when removing the roller
T88310011A-9 bearing with a puller

Name:
Bearing support

* Special service tool Supplier: Tool & Tech

02-6

3. TIGHTENING TORQUE

Tightening torque
Part name Numbers Adhesive
(Nm)
1. Seal bolt (rolling plunger and guide spring) 53.9~67.6 1EA Loctite
2. Guide bolt 14.7~21.5 1EA Loctite
3. Pocket ball bearing bolt 29.4~41.1 1EA Loctite
4. Reverse shift fork retainer bolt 53.9~67.6 2EA Loctite
5. Backup lamp switch 29.4~34.3 1EA Loctite
6. Oil drain plug 58.8~78.4 1EA Loctite
7. Interlock bolt 14.7~21.5 1EA -
8. Neutral switch 29.4~34.3 1EA Loctite
9. Oil filler plug 58.8~78.4 1EA Loctite
10. Extension housing bolt 42.1~53.9 12EA -
11. Concentric slave cylinder bolt 9.8~15.6 3EA -
12. Front bearing retainer bolt 19.6~24.5 8EA Loctite
 3170-01 02-7

▶ 3163161-00 Housing

2. Case - Transmission 12.Breather - Air

3. Retainer - Bearing 13.Pulg - Seal (53.9 ~ 67.6 Nm)
4. Bolt - Seal (19.6 ~ 24.5 Nm) 14.Cylinder assembly - Concentric slave
5. Seal - Oil 15.Plunger - Rolling
6. Bushing 16.Boot
7. Spacer 17.Guide - Oil
8. Gasket 18.Spring - Guide
9. Plug (58.8 ~ 78.4 Nm) 19.Bolt - Flange (42.1 ~ 53.9 Nm)
10.Gasket
11.Plug
02-8

▶ 3162-00 Main shaft

 3170-01 02-9

1. Ring - Snap 20.Ring assembly - Triple cone

2. Ring - Snap 21.Gear assembly - 1st speed
3. Bearing - Ball 22.Sleeve - 1st gear
4. Pinion assembly - Main drive 23.Bearing - Double angular ball
5. Bearing - Needle roller 24.Ring - Snap
6. Ring - Synchronizer 25.Gear - Main shaft 5th
7. Ring - Snap 26.Spacer
8. Sleeve - Synchronizer 27.Gear - Main shaft 6th
9. Key assembly - Synchronizer 28.Sleeve - Reverse gear
10.Hub - Synchronizer 29.Bearing - Needle roller
11.Ring assembly - Triple cone 30.Gear assembly - Reverse speed
12.Gear assembly - 3rd speed 31.Ring assembly - Triple cone
13.Bearing - Needle roller 32.Hub - Synchronizer
14.Shaft - Main 33.Sleeve - Synchronizer
15.Gear assembly - 2nd speed 34.Stopper - Synchronizer key
16.Bearing - Needle roller 35.Bearing - Ball
17.Ring assembly - Triple cone 36.Flange assembly - Companion
18.Hub - Synchronizer 37.O-ring
19.Sleeve - Synchronizer 38.Nut - Locking (4WD: 245.1 ~ 264.7 Nm,
2WD: 117.6 ~ 137.2 Nm)
02-10

▶ 33163-00 Counter shaft

1. Ring - Snap 11.Hub - Synchronizer

2. Bearing - Roller 12.Sleeve - Synchronizer
3. Gear - Counter shaft 13.Ring - Synchronizer
4. Gear - Counter shaft cluster 14.Sleeve - Speed gear
5. Bearing - Roller 15.Bearing - Needle roller
6. Sleeve - Speed gear 16.Gear assembly - 6th speed
7. Bearing - Needle roller 17.Gear - Counter shaft
8. Gear assembly - 5th speed 18.Nut - Locking (156.9 ~ 186.3 Nm)
9. Key assembly - Synchronizer 19.Bearing - Needle roller
10.Ring assembly - Triple cone
 3170-01 02-11

▶ 3164-00 Adapter assembly

1. Plate - Intermediate 7. Bolt - Seal (19.6 ~ 26.4 Nm)

2. Guide - Oil 8. Shaft - Reverse idler gear
3. Bolt (7.8 ~ 9.8 Nm) 9. Bearing - Needle roller
4. Pin - Dowel 10.Gear - Reverse idler
5. Retainer - Bearing 11.Spacer - Reverse
6. Magnet
02-12

▶ 3165-00 Rail and shift fork

1. Shaft assembly - Control 9. Lug _ Reverse shaft

2. Ring - Retainer 10.Fork - Reverse shaft
3. Bearing - Retainer ball 11.Rail - Shaft 5th & 6th
4. Pin - Spring 12.Fork - Shaft 5th & 6th
5. Rail sub assembly - Shaft 1st & 2nd 13.Pin - Spring
6. Bushing 14.Lever assembly - Shaft 5th & 6th
7. Rail sub assembly - Shaft 3rd & 4th 15.Bolt - Flange (14.7 ~ 21.5 Nm)
8. Lug - Shaft 5th & 6th
 3170-01 02-13

▶ 3166-00 Extension housing

1. Lever assembly - Semi remote 21.Bolt - Flange (42.1 ~ 53.9 Nm)

3. Lever - Shift 22.Seal - Oil
4. Boot - Rubber 23.Seal - Oil
5. Ring - Retainer 24.Pin - Dowel
6. O-ring 25.Switch - Neutral (29.4 ~ 34.3 Nm)
7. Bearing 26.Gasket
8. Shim 27.Bolt - Interlock (14.7 ~ 21.5 Nm)
9. Arm - Control 28.Pin - Detent
10.Damper assembly 29.Switch - Backup lamp (29.4 ~ 34.3 Nm)
13.Rod assembly 30.Bolt - Fork hinge (53.9 ~ 67.6 Nm)
14.Bushing assembly - TGS mounting 31.Bearing - Poppet ball (29.4 ~ 41.1 Nm)
15.Pin - TGS mounting 32.Bolt - Guide (14.7 ~ 21.5 Nm)
16.Pin - Spring 33.Bolt (2.9 ~ 4.9 Nm)
17.Pin - Spring 34.Bracket - Wiring
20.Adapter - Case
02-14

1. OVERVIEW

6-speed M/T

Front view Sectional view

1) Characteristics of Transmission
- Forward and Reverse gears are helical gear.
- The clutch is operated by concentric slave cylinder (CSC).
- To prevent the improper gear shift, semi-remote control system has been introduced.
- To prevent the gears from engaging improperly, the synchronizer mechanisms and independent
interlock systems are installed on 1/2 gears, 3/4 gears, 5/6 gears and reverse gear.
The High-Force system for reverse gear shift has been introduced.
- The synchronizer has three types: Triple (1, 2, 3, R), Double (5), Single (4, 6)
-
 3170-01 02-15

2) Sectional Diagram
Transmission housing
Intermediate plate Extension housing

Main drive gear Counter shaft Main shaft

3) Gear Ratio
Teeth
Gear Final gear ratio
Input Output
1st 13 38 4.489
2nd 23 35 2.337
3rd 33 29 1.350
4th 28 43 1.000
5th 47 24 0.784
6th 52 23 0.679
13 36 4.253
R
Idle: 25
02-16

2. POWER FLOW
1st speed

2nd speed
 3170-01 02-17

3rd speed

4th speed
02-18

5th speed

6th speed
 3170-01 02-19

Reverse gear
02-20

3. SHIFTING MECHANISM

High-Force mechanism for

reverse gear shift

Control shaft

Neutral switch

Backup lamp switch

Lug arrangement
Control finger

1st/2nd

3rd/4th

5th/6th
 3010-01 04-3

1. SPECIFICATION
Description Specification
Operating type Hydraulic type
Clutch pedal Type Suspended type
Max. operating travel 145 mm
Pedal free play (Longitudinal) 159 ± 5 mm
Pedal free play (Transverse) 5 ~ 15 mm
Clutch disc Type Dry type single diaphragm
Diameter of facing Outer: Ø250 mm
Inner: Ø160 mm
Numbers of disc 2
Thickness of disc Free: 8.7 ± 0.3 mm
When loaded: 8.0 ± 0.2 mm
Setting load of clutch cover assembly At least 7,800 N
Clutch master Stroke 5MT 30mm
cylinder
6MT 27mm
Inner diameter Ø17.46 mm
Concentric slave Maximum operating travel Max. 20 mm
cylinder
Operating pressure Max. 2,200 N
Clutch fluid Type DOT 4
Capacity As required
04-4

1. OVERVIEW
The hydraulic clutch transmits the force required to operate the clutch pedal to the concentric slave
cylinder fitted to the clutch housing as a hydraulic pressure.
(The hydraulic pressure is transmitted in the following order: Clutch pedal - Clutch master cylinder -
Clutch pipe - Clutch damper - Clutch pipe and hose - Concentric slave cylinder - Pressure plate -
Flywheel.)
If a driver depress the clutch pedal, the hydraulic pressure is generated in the master cylinder. It is
transmitted to the concentric slave cylinder through the pipe, resulting in the cylinder being forced out. At
this time, the clutch disc is forced against the cylinder by pushing the cover. This, in turn, remove the
flywheel from the pressure plate. As a consequence, the power from the engine will be cut off and the
gear change can be carried out.
 3010-01 04-5

2. SATIC (SELF ADJUSTING TECHNOLOGY WITH

INTEGRATED CASSETTE)
1) System Description
▶ Function

On the conventional clutch, the pedal force tends

to increase in proportion to the degree of disc
run-out. However, the SATIC clutch has the
adjusting function which activates the cassette
system inserted to the clutch cover to maintain a
constant pedal force and clearance when the
disc runs out. (Unlike SAT type, SATIC type does
not need SST for clutch cover removal.)

▶ Operation

Diaphragm spring rotates the adjusting

equipment as clutch disc is wearing and so,
pressure plate is pushed to clutch disc side at the
amount of wear.
Disc wear (Free play) → Diaphragm spring (1)
→ Adjusting equipment (2, 3) → Pressure
plate (4)
04-6

2) Overview
▶ Driving elements
The driving elements consist of two flat surfaces machined to a smooth finish.
One of these is the rear face of the engine flywheel and the other is the clutch pressure plate. The clutch
pressure plate is fitted into a clutch steel cover, which is bolted to the flywheel.

▶ Driven elements
The driven element is the clutch disc with a splined hub which is free to slide lengthwise along the splines
of the input shaft.
The driving and driven elements are held in contact by spring pressure. This pressure is exerted by a
diaphragm spring in the clutch cover pressure plate assembly.

▶ Operating Elements
The clutch "release" system consists of the clutch pedal and clutch release cylinder.
This system directly releases the clutch by using hydraulic pressure while the conventional clutch system
releases the clutch by using release lever and release fork. This system provides higher efficiency than
conventional clutch system, and its durability is superior.

- Clutch master cylinder (mounted on clutch pedal)

- Concentric slave cylinder pipe (mounted inside of transmission)
 3010-01 04-7

3) Layout

Clutch disc Clutch cover assembly

Centering pin

Dual mass flywheel (DMF) Concentric slave cylinder

04-8

3. DUAL MASS FLYWHEEL (DMF)

The dual mass flywheel (DMF) is of having a mass divided into two halves.
While one mass is connected to the engine crankshaft, which is affected by the mass moment of inertia
of the engine, the other mass is affected by one of the transmission.
The divided dual masses are connected to the coil spring and damping system internally.

▶ The DMF has the following benefits:

- Reducing fuel consumption by lowering engine speed

- Reducing rattling noise and vehicle vibration in all driving ranges
- Reducing synchronization wear
- Facilitating gear change
- Protecting power train parts by preventing excessive load from being delivered

1. Primary flywheel
2. Secondary flywheel
3. Arc damper spring
4. Torque limiter
5. Ring gear
 3310-00 05-3

1. SPECIFICATION
Description Specification
Structure Universal joint with yoke arm and spider

Number of spiders Front Part time T/C Two

Rear Three
Runout Max. 0.3mm
Unbalance Max. 18 g.cm / 4,500 rpm

Dimension of front A/T 552.3*Φ63.5 (Compressed)

propeller shaft (Length x
Dia.) (mm) M/T 603.8*Φ63.5 (Compressed)
Dimension of front 2WD Front 1136.0*Φ63.5
propeller shaft (Length x
Rear 743.*Φ63.5(Compressed)
Dia.) (mm)
4WD(M/T) Front 785.1*Φ63.5
Rear 743.*Φ63.5(Compressed)
4WD(A/T) Front 836.8*Φ63.5
Rear 743.*Φ63.5(Compressed)

2. TIGHTENING TORQUE
Fastener Tightening torque
Mounting bolts for front/rear axle 66.7 ~ 73.5Nm
Mounting bolts for T/M and T/C 79.4 ~ 87.2Nm
Mounting bolts for center bearing 78.4 ~93.1Nm
05-4

1. OVERVIEW
The propeller shaft transfers the power through the transmission and transfer case to the front/rear axle
differential carrier (final reduction gear).
It is manufactured by a thin rounded steel pipe to have the strong resisting force against the torsion and
bending.
Both ends of propeller shaft are connected to the spider and the center of propeller shaft is connected to
the spline to accommodate the changes of the height and length.
The rubber bushing that covers the intermediate bearing keeps the balance of rear propeller shaft and
absorbs its vibration.

Front propeller shaft

Rear propeller shaft

▶ Function of propeller shaft

- Transmits driving torque.
- Compensates the angle change (universal joint / CV joint).
- Compensates the axial length change (splines for the slip joint).
06-2

1. SPECIFICATIONS
Location Front Axle Rear Axle
Specification M/T A/T M/T A/T
4.55R(5MT DSL) 3.54(5AT DSL) 4.55R(5MT DSL) 3.54(5AT DSL)
Gear ratio
4.89R(5MT GSL) 3.91(6AT DSL) 4.89R(5MT GSL) 3.91(6AT DSL)
Type Hypoid ← ← ←
Size Ø182.8 mm ← Ø228.6 mm ←
Gear
28.58 mm
Offset (DYMOS) ← 30 mm -
35 mm(Tongil)
Housing Steel ← Steel casting ←

Type SAE 80W/90, API SAE 80W/90, API

← ←
GL-5 GL-5
Oil
Capacity 1.4 L ← 2.0L ←

Length 448.0 mm ← 469.0 mm ←

Witdh 681.9 mm ← 1,717.7 mm ←
Weight 45 kg ← 90 kg ←
 3240-01 07-3

1. SPECIFICATIONS
Description Specifications
Type Part-time transfer case
Total length 343 mm
Mating surface of front flange 40 mm
Weight 32.4 kg (including oil)
Oil capacity 1.4 L
Oil type ATF DEXRON III
Location Transfer case
Major element Housing Part-time & TOD
Bolt 11 ea, M8 x 1.25
Input shaft A/T: outer spline
M/T: inner spline
07-4

1. OVERVIEW
By using the planetary gear sets, two-gears shift type part time transfer case achieves direct connection
when selecting 4WD "HIGH" and 2.48 of reduction gear ratio when selecting 4WD "LOW". The silent
chain in transfer case transfers the output power to front wheels.
The simple operation of switches on instrument panel allows to shift between "2H" and "4H" easily while
driving (for 4L: stop vehicle first). The warning lamp warns the driver when the system is defective.

Side View Rear View

Front Rear
 3240-01 07-5

▶ Operation

Description Mode Conditions

2H 2 Wheel drive Rear-wheel drive mode. This is used under
(rear wheel) normal or high-speed driving conditions on
public roads or highways.
4H 4 Wheel drive This is used under sandy, muddy or snow-
(high speed) covered road conditions
Driving
mode 4L 4 Wheel drive This is used for maximum traction.
(low speed) When cornering with low speed in 4WD
condition, there could be tire dragging, some
mechanical shocks and resistances in
vehicle’s drive train. These are normal
conditions due to internal resistance in the drive
train when the 4WD system is properly working

2H←4H 2 Wheel drive Shifting is possible while driving at the speed of

↔4 Wheel drive 70 km/h or less
2H, 2 Wheel drive, For Automatic Transmission:
4H↔4L 4 Wheel drive (high · Stop the vehicle on level ground and
speed)
move the gear selector lever into the
↔4 Wheel drive
“N” position. Turn the switch to the
(low speed)
Mode change desired position.
For Manual Transmission:
· Stop the vehicle on level ground and
move the gear selector lever into the
“N” position. Then turn the switch to
the desired position while depressing the
clutch pedal.

To make the mode change easily, stop the

vehicle on level ground and turn the mode
switch to the desired position and move the
shift lever to "N"-"R"-"N" while depressing
the brake pedal.
07-6

2. LAYOUT

Front axle

Front locking hub system (IWE)

Front propeller shaft

DSI 6-speed automatic

transmission

Part-time transfer case

Rear propeller shaft

Rear axle
 3240-01 07-7

1) Components Location

Magnet clutch power supply connector (for 1 pin)

Transfer case main connector

Shift motor connector

Transfer case assembly

T/C motor

Oil drain plug

(Tightening torque: 19 ~ 30 Nm) Rear propeller shaft
Damper

Front propeller shaft

Oil filler plug

(Tightening torque: 19 ~ 30 Nm)
07-8

3. SYSTEM LAYOUT

▶ 4WD mode switch ▶ Indicators

4H: 4WD HIGH indicator ON

4L: 4WD LOW indicator ON
2H: Indicator OFF
4H: 4 Wheel drive, high speed System failure: 4WD CHECK
4L: 4 Wheel drive, low speed warning lamp ON
2H: 2 Wheel drive
TCCU

Solenoid valve
 3240-01 07-9

4. IWE LOCKING HUB SYSTEM

1) Overview
The vacuum locking hub uses the IWE (Integrated Wheel End) system, and in this system, the vacuum
is generated only within the hub actuator.
It is structured to transmit power to the front section after the actuator hub is engaged following the
release of vacuum from the drive shaft end gear and the hub end gear

Operating Process
Booster TCCU

To atmosphere

Vacuum Electric
solenoid valve signal
for IWE
Vacuum
pump

Locking hub actuator Locking hub actuator

Vacuum generation process in front hub actuator

Vacuum pump 4WD mode

switch

Vacuum solenoid valve TCCU

Hub actuator (FR) Hub actuator (FL)

to atmosphere to atmosphere
07-10

2) Vacuum System Related to 4WD

In 4WD mode, the TCCU blocks the transferring of
vacuum pressure from vacuum pump to locking hub
by supplying the power to solenoid valve.

During 2WD mode, the vacuum

pressure from vacuum pump is
continuously transmitted to the
locking hub system.
This vacuum pressure pulls in the
locking hub actuator so that it will
not be engaged with the front end
hub gear.

Hub actuator (RH)

Hub actuator (LH)

The vacuum pressure is released from the

hub actuator. At this time, the front hub end
gear is engaged.

tmosphere
(in 4WD
mode)

22WD (applying vacuum pressure to hub

actuator) The vacuum pressure pulls in the
locking hub actuator so that it will not be
engaged with the front end hub gear.
 3240-01 07-11

5. POWER FLOW

Switching 2H, 4H → 4L

TCCU

Vacuum solenoid

Locking hub operation

(Released internal vacuum)
Transfer case

Front propeller shaft

Rear propeller shaft

Front axle Rear axle

Front wheel Rear wheel

07-12

1) 2H Mode (2 Wheel Drive)

▶ Power Flow

Output shaft of
Rear wheel
transmission

Input shaft of transfer case

↓
Rear propeller shaft Rear axle
Output shaft of transfer
case

Rear wheel

The driving force is directly engaged(1:1) to rear axle and is transferred only to the rear wheels.
 3240-01 07-13

2) 4H Mode (4 Wheel Drive - High Speed)

▶ Power Flow

The driving force is pass through 4WD High magnetic clutch in transfer case and is distributed on
front wheels and rear wheels (50;50).
07-14

3) 4L Mode (4 Wheel Drive - Low Speed)

▶ Power Flow

The gear ratio is reduced to 2.48;1 while passing through 4WD Low range and planetary gear set in
transfer case and the driving force is distributed on front wheels and rear wheels(50;50).
 4411-01 08-3

1. SPECIFICATIONS
Description Specification
Suspension type Double wishbone

Front Suspension Spring type Coil spring

Shock absorber type Reciprocating cylindrical type (gas type)

Stabilizer bar type Torsion bar type

Suspension type 5-link type

Rear Suspension Spring type Coil spring

Shock absorber type Reciprocating cylindrical type (gas type)

Stabilizer bar type Torsion bar type

2. WHEEL ALIGNMENT
Unilateral : 0.10 ± 0.16°
TOE Total : 0.20 ± 0.13°
Front
Wheel
Camber -0.5 ± 0.25°
Alignment
Caster 4.6 ± 0.4°
08-4

3. SYSTEM LAYOUT AND TIGHTENING TORQUE OF

FRONT SUSPENSION
▶ Front View

Upper arm assembly

Upper arm (on knuckle) nut
Tightening torque: 140 ~ 160 Nm Shock absorber (to yoke) bolt
Tightening torque: 125 ~ 145 Nm
Coil spring

Shock absorber

Front axle shaft assembly

Stabilizer bar assembly

Lower arm assembly Steering gear

box assembly
Shock absorber yoke

Lower arm (on knuckle) nut

Knuckle assembly
Tightening torque: 140 ~ 160 Nm
 4411-01 08-5

▶ Top View

Coil spring mounting nut

Tightening torque: 60 ~ 80 Nm
Stabilizer bar link upper nut
Tightening torque: 30 ~ 50 Nm Upper arm (frame side) bolt/nut
Tightening torque: 110 ~ 130 Nm

Stabilizer bar link lower nut Stabilizer bar clamp bolt

Tightening torque: 110 ~ 130 Nm Tightening torque: 40 ~ 60 Nm

Lower arm (frame side) bolt/nut

Tightening torque: 210 ~ 230 Nm

Lower arm (shock absorber yoke side) nut

Tightening torque: 150 ~ 170 Nm

Lower arm (end yoke) bolt

Tightening torque: 70 ~ 80 Nm
08-6

4. SYSTEM LAYOUT AND TIGHTENING TORQUE OF REAR

SUSPENSION
▶ Top View Lower arm (link)

Stabilizer bar link

Stabilizer bar

Upper arm (link)

Shock absorber

Lateral rod

Axle housing

Coil spring seat (upper side)

 4411-01 08-7

Lower arm bolt/nut Stabilizer bar link lower

Tightening torque: 150 ~ 180 Nm Tightening torque: 60 ~ 80 Nm

Stabilizer bar mounting bracket

Upper arm bolt/nut
Tightening torque: 40 ~ 60 Nm
Tightening torque:150~180 Nm
Stabilizer bar link upper
Tightening torque: 30 ~ 45 Nm

Lateral rod
Tightening torque: 150 ~ 180 Nm

Shock absorber upper bolt/nut

Tightening torque: 30 ~ 45 Nm

Shock absorber lower bolt/nut

Tightening torque: 80 ~ 100 Nm
08-8

5. TROUBLESHOOTING
Problem Cause Action
Broken stabilizer bar Replace
Vehicle rolling
Faulty shock absorber Replace
Loosening mounting Retighten
Damaged or worn wheel bearing Replace
Abnormal noise.
Damaged shock absorber Replace
Damaged tire Replace
Over inflated tire Adjust pressure
Faulty shock absorber Replace
Loosened wheel nut Tighten as specified torque
Poor riding
Bent or broken coil spring Replace
Damaged tire Replace
Worn bushing Replace
Deformed arm assembly Replace
Vehicle pulls to one side Worn bushing Replace
Bent or broken coil spring Replace
Excessive resistance of lower arm ball Replace
Hard steering joint
Insufficient tire pressure Replace
Faulty power steering Replace
Unstable steering Worn or loosened lower arm bushing Retighten or replace

Vehicle bottoming Worn or broken coil spring Replace

Over loaded on the vehicle -
Vehicle height lowered Defective shock absorber Replace
Defective coil spring Replace
 4411-01 08-9

1. SUSPENSION
The suspension is the device to connect the axle and vehicle. It absorbs the vibrations and impacts from
road surface, which enhances the comforts, driving force, braking force and drivability.

Under View (4WD, Automatic Transmission)

Front suspension

Rear suspension
08-10

2. FRONT SUSPENSION (DOUBLE WISHBONE)

Double wishbone suspension is an independent suspension design using two (occasionally parallel)
wishbone-shaped arms to locate the wheel. Each wishbone or arm has two mounting points to the chassis
and one joint at the knuckle. The shock absorber and coil spring mount to the wishbones to control vertical
movement. Double wishbone designs allow the engineer to carefully control the motion of the wheel
throughout suspension travel, controlling such parameters as camber angle, caster angle, toe pattern, roll
center height, scrub radius, scuff and more.

Lower arm Upper arm Shock absorber Stabilizer

▶ Advantage
1. The advantage of a double wishbone suspension is that it is fairly easy to work out the effect of
moving each joint, so the kinematics of the suspension can be tuned easily and wheel motion can
be optimized.
2. It is also easy to work out the loads that different parts will be subjected to which allows more
optimized lightweight parts to be designed.
3. They also provide increasing negative camber gain all the way to full jounce travel unlike the
MacPherson strut which provides negative camber gain only at the beginning of jounce travel and
then reverses into positive camber gain at high jounce amounts.
▶ Disadvantage

1. The disadvantage is that it is slightly more complex than other systems like a MacPherson strut. Due to
2. the increased number of components within the suspension setup it takes much longer to service and is
heavier than an equivalent MacPherson design.
 4411-01 08-11

3. REAR SUSPENSION (MULTI LINK TYPE)

Multi-link (5-Link) type suspension is the independent suspension. It provides good ride comfort and
drivability by reducing the coil spring weight. Also, it increases the space for passenger compartment by
lowering the floor. This type of suspension consists of multiple links such as coil spring, shock absorber,
upper and lower arms, lateral rod and stabilizer bar.

Shock absorber Stabilizer bar Rear coil spring

Lower arm Upper arm Lateral rod

08-12

4. WHEEL ALIGNMENT
The front wheels have specific angle to allow control of the steering wheel with less effort, ensure driving
stability, improve steering wheel restoration and steering performance, and minimize the tires wear.

1) Toe-in
The difference of measured distances between the front ends of the tires (A) and the rear ends of the
tires (B) along the same axle when viewed the wheels from the top

Front

TOE Unilateral : 0.10 ± 0.16°

Total : 0.20 ± 0.13°

▶ When viewed from the top, the distance between the tire centers is smaller in the front than in
the rear.

- Side slip protection

- Parallel front wheels rotation (straight ahead driving is ensured by toe-in to prevent the wheels from
tilting outwards by the camber while driving)
- Prevention of uneven (outward) tire wear
- Prevention of toe-out from wearing of steering linkage
 4411-01 08-13

2) Camber
The angle between the center line of the tire and the vertical line when viewed from the front of the
vehicle

Camber -0.5 ± 0.25°

▶ Positive camber: Top of the tire is tilted outward

Advantages: - The axle is not bent when it is loaded.
- The force required to operate the steering wheel is reduced due to smaller
contact area (or load area) of the tire.
- Restoring force of the steering wheel is gained (when turning the steering
wheel, the tire circles and the force to lift the frame is applied. In this case,
the shock absorber contracts and the restoration force is applied to the
steering wheel.)
Disadvantages: - Cornering force decreases as the positive camber increases when the
vehicle makes turn.
- The hub bearing is worn unevenly if camber is excessive.

▶ Zero camber: When the tire center line is perpendicular to the ground level

▶ Negative camber
Advantages: - Better traction force due to wide load area (applicable for off-road vehicle)
- Better corner driving when the vehicle makes turn as the cornering force
Disadvantages: increases (applicable for high-speed F1 vehicle)
- he axle is easy to be bent or deviated in the negative camber than in the
positive camber when load is applied on the axle.
- Difficult to control due to wide load area.
08-14

3) Caster
The angle between the vertical line and king pin, which fixes the steering knuckle and front axle, (steering
column which connects the top and bottom ball joints in the independent axle type) when viewed the
tires from the side.

Caster 4.6 ± 0.4°

▶ Caster: With considering the height difference between the wheel centers of the front and rear
wheels. (Under standard condition that the vehicle is on a level ground)

▶ Positive caster: Top of the king pin is tilted backward from the vertical line of the wheel center
when viewed the tires from the side
Advantages: - Directional force to go straight (following control)
- Restoring force of the wheel (restored to the straight ahead direction)
- Prevention of wheel shimmy (wheels wobble left and right)

▶ Negative caster: Top of the king pin is tilted forward from the vertical line of the wheel center when
viewed the tires from the side
Advantages: - Smaller turning radius
Disadvantages: - Impact from the road is transferred to the steering wheel (steering wheel turns)
Poor straightness
-
 4850-01 09-3

1. SPECIFICATION
Unit Description Specification
Front brake Type Ventilated disc
Outer diameter of disc Ø294 mm
Inner diameter of caliper cylinder Ø43.0 x 2 mm
Thickness of disc 28 mm (wear limit: 25.4 mm)
Area of brake pad Above 60 cm2
Pad wear indicator Mechanical type
Rear brake Type Solid disc
Outer diameter of disc Ø299 m
Thickness of disc 10.4 mm (wear limit: 8.5 mm)
Area of brake pad Above 28.8 cm2
Pad wear indicator Mechanical type
Brake booster Type Vacuum assist type
Size 8” + 9” (Tandem)
Master cylinder Type Tandem type(integrated level sensor)
Inner diameter of cylinder Ø26.99 mm
Brake pedal Maximum operating stroke 150 mm
Pedal ratio 4:1
Free play 3 to 10 mm
Parking brake Type Mechanically expanded rear lining
Operating type Hand operated type
Inner diameter of drum Ø190 mm
Brake oil Specification DOT 4
Capacity As required

Service Interval: Change the brake oil at every 2 years

DOT?
It is the quality grade of brake fluid established by US Department of Transportation.
09-4

2. SYSTEM OVERVIEW
1) Terms and Definition
- CBS: Conventional Brake System
- ABS: Anti-Lock Brake System
- EBD: Electronic brake-Force Distribution
- ESP: Electronic Stability Program
- ABD: Automatic Braking Differential
- ASR: Acceleration Slip Regulation
- AYC: Active Yaw Control (Understeer and Oversteer Control)
- HBA: Hydraulic Brake Assistant
- ARP: Active Rollover Protection
- HSA: Hill Start Assistant
- Brake pad: Brake pad is a component of disk brakes used in automotive and other applications.
Brake pad is steel backing plates with friction material bound to the surface that faces the brake disc.
Brake disc: The brake disc is a device for slowing or stopping the rotation of a wheel while it is in
- motion.
Brake caliper: To stop the wheel, friction material in the form of brake pads (mounted on a device
- called a brake caliper) is forced hydraulically against both sides of the disc. Friction causes the disc
and attached wheel to slow or stop.
Brake master cylinder: The brake master cylinder is a control device that converts non-hydraulic
- pressure (commonly from a driver's foot) into hydraulic pressure, in order to move other device(s)
which are located at the other end of the hydraulic system, such as one or more slave cylinders. As
piston(s) move along the bore of the master cylinder, this movement is transferred through the
hydraulic fluid, to result in a movement of the slave cylinder(s). The hydraulic pressure created by
moving a piston (inside the bore of the master cylinder) toward the slave cylinder(s) compresses the
fluid evenly, but by varying the comparative surface-area of the master cylinder and/or each slave
cylinder, one will vary the amount of force and displacement applied to each slave cylinder (relative to
the amount of force and displacement that was applied to the master cylinder).

2) Functions
Function Vehicle with CBS Vehicle with ABS/EBD Vehicle with ESP
ABS Applied
EBD Applied
ABD
ASR Not applied Applied
AYC Not applied
HBA
ARP
 4850-01 09-5

3) Parts Arrangement
Part name Vehicle with Vehicle with ABS/EBD Vehicle with ESP
CBS
HECU
Front wheel speed sensor
Applied
Rear wheel speed sensor Applied

ABS warning lamp

EBD indicator
Longitudinal G sensor 2WD: N/A, 4WD: Applied Not applied
Not applied
Sensor cluster
(Yaw rate sensor,
lateral/longitudinal G sensor)
Not applied Applied
ESP indicator
ESP OFF switch and warning
lamp
Steering wheel angle sensor

4) Components
ABS ESP+ARP
2WD 4WD 2WD 4WD
Whhel speed sensor 4 4 4 4
Sensor cluster N/A N/A Applied Applied
G-sensor N/A Applied N/A N/A
2H G-sensor - Operating - -
4H G-sensor - Operating - -
4L G-sensor - Operating - -
2H sensor cluster - - Operating Operating
4H sensor cluster - - Operating Operating
4L sensor cluster - - Operating Operating
09-6

5) Indicators and Warning Lamps for ABS/ESP

Indicator/Warning Lamp
Lamp Description

EBD warning lamp ON when EBD function is failed

ABS warning lamp ON when ABS function is failed

ESP indicator Blinking when ESP function is operating

ESP OFF indicator ON when the ESP OFF switch is pressed

ESP warning lamp ON when ESP function is failed

ESP buzzer Sound when ESP function is operating

 4850-01 09-7

3. TROUBLESHOOTING
Problem Possible Cause Action
Noise or vehicle Incorrectly mounted back plate or caliper Repair
vibration when applied
Loosened bolt of back plate or caliper Retighten
Uneven wear of brake disc Replace
Brake pad contamination Clean or replace
Sticking brake pad on contact surface Replace
Wear or hardening of brake pad Replace
Excessive clearance between caliper and pad Repair
Uneven contact of pad Repair
Lack of lubrication in sliding parts Lubricate
Improper operation of caliper Replace
Dust cover missing Repair
Loosened suspension mounting bolt Retighten
Pulls to one side when Unbalanced tire pressure between left and right Adjust
braking
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Scratch, uneven wear, distortion of brake disc Replace
Improperly installed brake caliper Repair
Improper operation of auto adjuster Repair
Crack or distortion of brake pad Replace
Poor braking Oil leak or contamination Repair or replace
Air in brake line Bleed air
Improper operation of brake booster Repair
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Improper operation of auto adjuster Repair
Clogged brake line Repair
Improper operation of proportioning valve Repair
09-8

Problem Possible Cause Action

Increased pedal stroke Air in brake line Bleed air
Oil leak Repair
Worn brake pad Replace
Excessive clearance between push rod and master Adjust
cylinder
Worn or damaged piston seal Replace
Brake dragging Parking brake is not fully released Release
Incorrect adjustment of parking brake Adjust
Incorrectly adjusted clearance of parking brake shoe Adjust

Faulty brake pedal return spring Replace

Incorrectly adjusted free play of brake pedal Adjust
Faulty master cylinder Replace
Lack of lubrication in sliding parts Lubricate
Faulty brake booster (vacuum leak) Repair

Poor parking Wear, hardening or poor contact of brake pad Replace

brake Oil or water on lining Repair or replace
Fixed or broken parking brake cable Replace
Excessive stroke of brake lever Adjust notch
Faulty auto clearance adjuster Repair
Increased stroke of Loosened parking brake cable Adjust or replace
parking brake lever
Incorrectly adjusted parking brake cable Adjus
Defective automatic lining clearance adjuster Repair or replace
Worn brake lining Replace
 4850-01 09-9

Problem Cause Action

Burning smell around Too frequent braking in high driving speed Reduce the use of
tire foot brake/use
Used only foot brake during downhill driving engine brake
properly

Driving with foot on brake pedal Get off the foot from
pedal
Foreign materials such as dirt or sand in brake system Replace: caliper,
wheel cylinder,
master cylinder,
return spring

Broken return spring in shoe assembly Replace

Incorrectly adjusted parking brake cable Adjust
Incorrect wheel or wheel cover Replace
(generating the heat)
09-10

▶ BRAKE OPERATION AND NOISE

This section describes the noise phenomena occurred possibly in the brake system operation.
Distinguish between the information given below and the actual problems and then, inspect the vehicle
and take appropriate measures.

- Noise symptoms and Causes

Symptom 1. If depressing the brake pedal when the engine is cold, "screeching" sound always
occurs and, after driving for a while, the sound disappears..

This usually occurs in the morning. When the temperature goes down, the dew condensation
phenomenon sets moisture on the brake disc as the window frost forms. Due to this moisture, the iron
within the brake disc and pad oxidizes, forming undetectable micro-rusts on the disc surface. When
starting the engine under this condition, noise may sound due to the friction of micro-rusts. When
operating the brake several times, the disc temperature goes up and the micro-rusts come off and the
noise goes away. Depending on the driving conditions, noise gets louder when slightly depressing the
brake pedal and oppositely, noise is smaller when deeply depressing the brake pedal. This is simply a
physical phenomenon, called "morning effect" in professional terms, and does not imply any problems
with the brake system.

Symptom 2. Slip or screech after the brake pad replacement.

This usually occurs when the bed-in is not made between the disc and the pad's friction material. The
bed-in is a state that the brake system normally works and gives no noise out, when, after about 300 km
city driving, the contact area of the pad friction material is enlarged and the disk is in complete contact
with the pad's friction material. Therefore, for some time after the brake disk/pad replacement, the brake
system poorly operates or noise (abnormal sound) occurs due to the partial contact.

Symptom 3. "Groaning" sound occurs in the automatic transmission vehicle when slightly taking the foot
off the brake pedal to slowly start after waiting for the signal, or slightly depressing the brake pedal.

This is the noise "Creep groan" that occurs when, in both the automatic and manual transmission,
slightly releasing the brake pedal in the neutral gear at downhill roads.
It frequently occurs at the low braking power and low speed, through the following process. When
operating the brake system at low speed and low pressure, adhesion and slip repeatedly take place
between the brake disk and the friction material, and this makes the braking power inconstant, instantly
increasing or decreasing, and gives out the brake noise.
It is also a physical phenomenon and has no relation with the brake performance.
 4850-01 09-11

4. AIR BLEEDING

- Never reuse the used brake fluid.

- Use only specifies brake fluid (DOT 4). Add brake fluid between MAX and MIN lines on the
reservoir (0.7 to 0.8 liters).
- Be careful not to splash the brake fluid on painted area or body.
- Make sure that any foreign material does not get into brake line.
- Always work with another staff.

1. Fill up the brake fluid up to "MAX" line on the

reservoir.

2. Fill the reservoir with brake fluid and pump the

brake pedal several times. Then keep it
depressed.

3. Loosen the bleed screw and collect the

bleeding brake fluid from the brake line with
the order in the figure.

Fill the reservoir with the brake fluid as much

as it bleeded, and continue to bleeding
operation.
09-12

Air bleed screw at rear brake 4. Air bleed screw at rear brake

Air bleed screw at front brake 5. Air bleed screw at front brake

Air bleeding completed 6. Repeat the air bleeding procedures until clear
brake fluid comes out of air bleed screw.
Air in brake
fluid

Deteriorated
fluid 7. Check for oil leaks from the brake lines.
 4850-01 09-13

5. BRAKE SYSTEM CHECK

▶ Maximum Stroke of Brake Pedal
- Check the brake pedal with below procedures:

1. Start the engine.

2. Pump the brake pedal around 3 times.
3. Depress the brake pedal with approx. 30 kg
and measure the distance (A) between the
upper surface of pedal pad and the lower
dash panel.
4. If the measured value is out of the specified
value, adjust the length.

Specified value (A) 150mm

Over the specified value

Cause Action
Worn brake pad Replace
Worn brake shoe Replace
Improper stroke of hand
Adjust
brake
Air in brake line Air bleeding
Oil leak Repair or replace
Brake booster push rod Replace or adjust

Improperly adjusted
Adjust
stopper bolt

Below the specified value

Cause Action
Brake booster push rod Replace or adjust

Air in brake fluid Replace

Improperly adjusted
stopper bolt Adjust
09-14

▶ Pedal Height
- Check the pedal height with below procedures:

Push rod
1. Start the engine and measure the length (A)
Stop lamp
between floor mat and pedal.
switch
2. If the measured value is out of the specified
value, adjust the length.

Specified value (B) 155mm

- Adjust the pedal height with below procedures:

1. Disconnect the stop lamp switch connector.

Unscrew the lock nut and remove the stop
2. lamp switch assembly.
Loosen the lock nut on the pedal push rod.
3. Turn the pedal push rod to adjust the pedal
4. height.
Tighten the lock nut.
5. Install the stop lamp switch assembly.
6. Connect the stop lamp switch connector.
7. Check if the stop lamps come on when
8. pressing the brake pedal around 5 mm.
If the stop lamp dpes not come on, adjust the
9. stop lamp switch assembly again.
If the stop lamps come on, tighten the lock nut
10.and measure the pedal height again.
 4850-01 09-15

▶ Pedal Free Play

- Check the pedal free play with below
procedures:

1. Stop the engine.

2. Depress the brake pedal several times to
discharge the vacuum pressure of the brake
booster.
3. Depress the brake pedal until you feel the
resistance, and measure the movement (A).

Specified value (A) 3 ~ 10mm

- Below the specified value: Check if the

distance between the outer case of stop lamp
switch and the brake pedal.
- Over the specified value: It may be caused by
bigger clearance between the clevis pin and
the brake pedal arm. Replace the
components if necessary.

▶ Stop Lamp Switch

- Connect the multimeter to stop lamp switch
connector and check if the continuity exists
when pushing in the plunger. If the continuity
doesn't exist, the stop lamp switch is normal.
09-16

▶ Brake Booster
1. Let the engine run for 1 to 2 minutes and
stop it. If the brake pedal stroke is shortened
as pumping the brake pedal, the system is
normal. If not, the system is defective.
Depress the brake pedal several times with
2. engine off. If the brake goes down when
starting engine with pedal depressed, the
system is normal. If not, the system is
defective.
Depress the brake pedal when the engine is
3. running. If the pedal height is not changed for
30 seconds after stopping the engine, the
system is normal. If not, the system is
defective.

If the above three checks are OK, the system is

normal. If any condition is not met, check the
valve, vacuum hose and brake booster.
 4850-01 09-17

▶ Brake Fluid

1. Color
- Ligh gold (New oil) → Brown → Black

2. Service Interval/Type
- Change: every 2 years, Type: DOT4
The water in the brake fluid has an adverse effect to the brake system. If the fluid contains
around 3% of water, the boiling point of the brake fluid goes down by 25%. It will cause the vapor
lock frequently.
Water content in fluid: around 3% after 18 months, around 7~10% after few years
The water ib fluid makes the corrosion in the brake lines, deforms and deteriorates the rubber
components, brake calipers and pistons.

▶ Brake Fluid Type

DOT4: Brake fluid for premium vehicle. Lower water absorbing rate AND higher boiling point than
DOT3

▶ Brake Fluid Level Check

The brake fluid level should be between "MAX"

and "MIN" on the reservoir. If it is below "MIN"
mark, check for oil leaks and refill the reservoir
with the specified fluid.
09-18

▶ Front Brake

1. Pad Thickness
- Measure the pad thickness and replace it if
it is below the wear limit.

New pad Wear limit

10.5 mm 2 mm

- Wera limit point

2. Disc Thickness
- Measure the disc thickness at over four
points.
- If any of measured points is below the wear
limit, replace the brake disc with new one.

New disc Wear limit

28 mm 25.4 mm

3. Disc Run-Out

- Install the dial gauge on the side of brake

disc and measure the run-out while rotating
the brake disc.
- If the measured value exceeds the limit,
replace the brake disc with new one.
Otherwise, it may cause the pedal vibration
and shimmy when braking.

Limit 0.03 mm (before installation)

0.07 mm (when installed)
 4850-01 09-19

Clean the dissembled components and visually check the followings:

4. Damage and tear on boot

5. Uneven wear and oil contamination

6. Damage, crack and wear on cylinder body (A)

and guide pin (B)

7. Wear, rust and damage on the cylinder and

piston
8. Scratch and bending on disc plate
09-20

▶ Rear Brake
Pad Thickness
1. Remove the front tire.
2. 2. Measure the pad thickness and replace it if
it is below the wear limit.

New pad Wear limit

10 mm 2mm

Disc thickness
1. Measure the disc thickness at over four
points.
2. If any of measured points is below the wear
limit, replace the brake disc with new one.

New disc Wear limit

10.4mm 8.5mm

Disc Run-Out
1. Install the dial gauge on the side of brake disc
and measure the run-out while rotating the
brake disc.
2. If the measured value exceeds the limit,
replace the brake disc with new one.
Otherwise, it may cause the pedal vibration
and shimmy when braking.

0.03 mm (before installation)

Limit
0.07 mm (when installed)
 4850-01 09-21

▶ Parking Brake

Check the brake force with below procedures:

1. Count the number of the clicks (notches)

when pulling up the parking brake with 19 kg
of force.

Specified notches 5

2. If the clicks are over or below the specified

value, adjust the clicks to the specified value
with the parking brake adjusting nut.
Check the parking brake force after
3. adjustment.

4. If the parking brake force is not enough,

check the parking brake lever and cable.
Replace the components if needed.

Never park the vehicle only with the parking

brake on the stiff hill. It may cause roll down of
the vehicle due to release of the parking
brake. Place the wheel chocks under the
wheels.
09-22

6. COMPONENTS
▶ Brake Pedal, Master Cylinder and Booster

1. Brake master cylinder assembly 17.Nut - Brake pedal

2. Brake booster assembly 18.Stop lamp switch
3. Brake master cylinder 19.Stopper
6. Nut (12.8~16.7 Nm) 20.Clevis pin
7. Booster mounting seal 21.Snap pin
8. O-ring 22.Bolt - Brake pedal assembly
11.Brake pedal assembly (17.6~21.6 Nm)
12.Brake pedal 23.Nut - Brake booster
13.Brake pedal return spring (17.6~21.6 Nm)
 4850-01 09-23

▶ Brake Pipe

1. Master cylinder primary tube assembly 13.Brake tube mounting clip

2. Master cylinder secondary tube assembly 14.Brake tube mounting holder
3. Front tube assembly 20.Brake tube 2-way connector
4. Front tube assembly 21.Screw
5. 2-way connector tube assembly 22.Rear hose 2-way connector
7. Front brake hose assembly 24.3-way connector hose tube assembly
8. Front brake hose mounting holder 25.Rear brake hose assembly
9. Flexible hose clip 26.Rear brake hose assembly
11.Caliper eye bolt (19.6~29.4 Nm) 27.Bolt (9.8~11.8 Nm)
12.Brake tube mounting clip
09-24

▶ Front/Rear Brake Assembly

1. Rear brake caliper assembly 21.Front brake caliper assembly

2. Rear brake pad 22.Front brake pad
3. Washer 23.Washer
4. Bolt (52.9~63.7 Nm) 24.Front caliper mounting bolt
5. Rear brake disc (25.5~30.4 Nm)
6. Rear disc brake dust shield 25.Caliper clip set
7. Bolt
12.Rear drum brake assembly
15.Parking brake shoe
16.Parking brake repair kit
17.Rear axle shaft grommet
 4850-01 09-25

▶ Parking Brake

1. Parking brake lever assembly

3. Equalizer
4. Nut (9.8~12.7 Nm)
5. Front brake mounting bracket
6. Bolt
10.Parking brake rear cable assembly
11.Parking brake rear cable assembly
12.Bolt (9.8~12.7 Nm)
13.Parking brake cable retaining ring
09-26

1. OVERVIEW
Even though a driver cuts off the power, while driving, the vehicle continues to move due to the law of
inertia. Therefore, a braking device is needed to stop the vehicle. The brake system normally uses the
frictional discs that converts the kinetic energy to the thermal energy by frictional operation. The brake
system consists of the brake disc (front wheel), brake disc or drum (rear wheel), parking brake
(mechanical type), master cylinder, booster, pedal and supply lines (pipes and hoses).

▶ Hydraulic Brake

This system uses the leverage effect and

Pascal's principle. When depressing the brake
pedal, the pedal pressure is increased by
booster and is delivered to master cylinder to
generate hydraulic pressure. The hydraulic
pressure generated by the master cylinder is
delivered to the brake caliper through the brake
pipes or hoses. This hydraulic pressure pushes
the brake calipers, accordingly the caliper pads
are contacted to brake disc to generate the
braking force.

▶ Brake Pedal

Brake pedal uses the leverage effect to apply

bigger force to the brake master cylinder.
 4850-01 09-27

▶ Braking distance & stopping distance

Stopping distance = free running distance + braking distance

What is stopping distance?

A certain distance (free running distance + braking distance) is needed from the moment an obstacle
appears ahead until you bring your vehicle to a complete stop. This is called as stopping distance.
What is braking distance?
Tire slip occurs until the vehicle stops completely when the the brake is applied.
This slip is what we call a braking distance.

What is free running distance?

The free running distance is the time from the driver sees the obstacles and begins to prepare for
depressing the brake pedal until the moment the brake pedal is depressed.
09-28

2. SYSTEM LAYOUT

Master Cylinder and Booster

HECU

Brake Pedal

Front Brake Assembly Front Wheel Speed Sensor (4WD)

 4850-01 09-29

ABS/EBD Indicators

Parking Brake Lever

Rear Brake Assembly

Parking Brake Rear Wheel Speed Sensor (4WD)

09-30

3. PARKING BRAKE
▶ Front Disc Brake

Brake caliper

Brake pad

Air breather

Brake disc

Drive shaft

Brake hub

Lower arm ball joint

Upper arm connection

2-way piston

Brake caliper

Tie rod end connection

Knuckle

Backing plate

Lower arm connection

 4850-01 09-31

▶ Rear Disc Brake

Air breather

Brake caliper

Brake pad

Brake disc

Brake hub

Rear shock absorber

Brake hose

Brake caliper

one-way piston

Air breather

Backing plate
09-32

4. HYDRAULIC CIRCUIT

1. Brake booster 4. HECU (Hydraulic & Electric Control Unit)

2. Brake fluid reservoir and master cylinder 5. Rear disc brake and caliper
3. Front disc brake and caliper
 4850-01 09-33

5. CIRCUIT DIAGRAM OF STOP LAMP

 4892-01 10-3

1. SPECIFICATION
Specification
Unit Description Remark
ABS ESP
HECU Clock frequency 32MHz 50MHz
Memory 128KB 256KB
S-sensor Operating voltage 4.75~5.25V
Installed in IP
Operating temperature -30 ~ 85℃ None (functions in panel behind
sensor cluster) audio (only for
Operating range -1.5 ~ 1.5g
4WD)
Output voltage 0.5 ~ 4.5V
Wheel speed Supplying voltage 4.5 ~ 16V ←
sensor
Output current (approx. 2.7 7mA(Lo) ~ 14mA ←
km/h of vehicle speed) +20%
Operating temperature -40 ~ 150℃ ←
Operating frequency 1~2500Hz ←
10-4

2. OPERATING FREQUENCY
1) Hydraulic and Electronic Control Unit (HECU)

RL wheel

RR wheel
FR wheel

FL wheel
Master cylinder

1. Hydraulic and Electronic Control Unit (HECU)

 4892-01 10-5

2) ABS System

1. Sensor - front wheel speed

2. Sensor - rear wheel speed
3. Screw (7.8~11.8 Nm)
4. Clip - cable holder
5. Clip - sensor cable mounting, rear
6. Plug - blind
9. G-sensor
11.Nut (9.8~10.8 Nm)
10-6

1. SYSTEM OVERVIEW
1) What is ABS?
When braking suddenly or braking on slippery roads, the vehicle keeps moving forward but the wheels
are locking and not rotating. If these happen, the vehicle may lose stability or rotate resulting in an
accident. ABS helps to maintain directional stability and control of the vehicle. ABS is designed to
secure more safety and increase the control of steering wheel during emergency braking situation. But,
ABS does not guarantee perfect safety beyond its physical limit. ABS in this vehicle contains EBD
function. In normal driving conditions, the brake system operates without ABS function.

2) What is EBD (Electronic Brake-force Distribution)?

EBD is an automobile brake technology that automatically varies the amount of force applied to each of a
vehicle's brakes, based on road conditions, speed, loading, etc. Always coupled with anti-lock braking
systems, EBD can apply more or less braking pressure to each wheel in order to maximize stopping
power whilst maintaining vehicular control. EBD does not operate when ABS is working.

▶ ABS effect according to braking conditions

Braking on split road Maneuvering while braking

10-8

2. COMPONENT
G-sensor ABS warning lamp

Located on the floor under center

fascia.

EBD warning lamp

(two indicators come on)

Rear wheel speed sensor

(4WD)

Located at both ends of rear axle.

Rear caliper assembly Rear disc

(2WD/4WD)

Located on the knuckle.

 4892-01 10-9

ABS hydraulic device and control unit

Located near the brake booster in engine compartment.

Front wheel speed sensor

(4WD)

Located on the hub assembly.

Front caliper assembly Front disc

(2WD/4WD)

Located on the knuckle.

10-10

3. ABS CONTROL LOGIC

The principal ABS control logic is the determination of the reference speed by choosing one wheel
meeting a certain condition, while sensing the speed information from 4 wheel speed sensors when the
vehicle is being driven.
For example, when the comparison of the reference speed with front right wheel speed shows a slip, the
control signal is determined according to whether it's deceleration or acceleration. If the control
conditions are met, the brake for the front right wheel will be got under control.
 4892-01 10-11

4. WARNING LAMPS

(1) Brake warning lamp (2) ABS warning lamp

(EBD warning lamp: two indicators come
on simultaneously)

1) ABS Warning Lamp

ABS warning lamp module indicates the self diagnosis and malfunction.
ABS warning lamp ON:
A. When turning the ignition switch to ON position, ABS warning lamp comes on for 3 seconds for
self diagnosis and goes off if the system is OK (initialization mode).
B. When the system is defective, the warning lamp comes on.
C. When disengaging the connector, the warning lamp comes on.
D. ABS is not available during lamp ON. In this condition, Only the conventional brake system
without ABS function is available.
E. When the communication between warning lamp CAN modules in meter cluster is failed, the
warning lamp comes on.
10-12

2) EBD (Electronic Brake-force Distribution) Warning Lamp

EBD warning lamps (brake warning lamp and ABS warning lamp) come on when the system performs
the self diagnosis and when it detects the malfunction of EBD system. However, the brake warning lamp
comes on regardless of EBD system when the parking brake is applied.
EBD warning lamp ON:

A. When turning the ignition switch to ON position, ABS warning lamp and the brake warning lamp
comes on for 3 seconds for self diagnosis and goes off if the system is OK (initialization mode).
When applying the parking brake, the brake warning lamp comes on.
B. When the brake fluid is not sufficient, the brake warning lamp comes on.
C. When disengaging the connector, the warning lamp comes on.
D. When the system is defective, ABS warning lamp and the brake warning lamp come on
E. simultaneously.

a. When the solenoid valve is defective

b. When one or more wheel sensors are defective
c. When ABS HECU is defective
d. When the voltage is abnormal
e. When valve relay is defective

F. When the communication between warning lamp CAN modules in meter cluster is failed, the
warning lamp comes on.
 4892-01 10-13

5. SYSTEM OPERATION
1) Block Diagram of ABS HECU
10-14

2) Basic Theory of ABS Function

To give you a better understanding of the tasks and functions of ABS, we will first look at the physics
principles.

(1) Stopping distance

The stopping distance depends on the vehicle weight and initial speed when braking starts. This also
applies for vehicle with ABS, where ABS always tries to set an optimum brake force on each wheel. As
great forces are exerted between the tires and the carriageway when braking, even with ABS the wheels
may scream and rubber is left on the road. With an ABS skid mark one may be able to clearly recognize
the tire profile. The skid mark of an ABS vehicle does not however leave any hint of the speed of the
vehicle in the case of an accident, as it can only be clearly drawn at the start of braking.

(2) Brake force on a wheel

The maximum possible brake force on a wheel depends on the wheel load and the adhesion coefficient
between tire and carriageway. With a low adhesion coefficient the brake force, which can be obtained is
very low. You are bound to know the result already from driving on winter roads. With a high adhesion
coefficient on a dry road, the brake force, which can be obtained, is considerably higher. The brake
force, which can be obtained, can be calculated from below formula:

▶ Maximum brake force

FBmax = wheel load FR x coefficient of

frictionMh

The braking process cannot be described

sufficiently accurately with the brake forces
calculated. The values calculated only apply if
the wheel is not locked. In the case of a locking
wheel, the static friction turns into lower sliding
friction, with the result that the stopping distance
is increased. This loss of friction is termed "slip"
in specialist literature.
 4892-01 10-15

▶ Slip

The brake slip is the difference between the vehicle speed and the wheel circumference speed. If the
wheel locks, the slip is greatest, that is 100 %. If the wheel is running freely and un-braked, the slip is the
lowest, equal to 0 %. Slip can be calculated from the vehicle speed Vveh and the wheel speed Vw. The
equation for this is:

Ex) Vveh = 100 km/h, Vw = 70 km/h

Vveh - Vw
Slip ratio (S) = X 100%
Vveh
S = 30%

▶ Typical Slip Curves

For the various road conditions, the friction

coefficients were plotted. The typical course of
the curves is always the same. The only special
feature is shown by the curve for freshly fallen
snow, for this curve increases at 100 % slip. In
a vehicle without ABS, the wheel locks on
braking and therefore pushes a wedge before
it. This wedge of loose surface or freshly fallen
snow means and increased resistance and as
a result the stopping distance is shorter. This
reduction in stopping distance is not possible
with a vehicle with ABS, as the wheel does not
lock. On these surfaces the stopping distance
with ABS is longer than without ABS. The
reason for this is based in physics and not in
the Anti-Lock System.
However, as mentioned before, ABS is not
about the stopping distance, but
maneuverability and driving stability, for the
vehicle with locking wheels without ABS cannot
be steered.
10-16

▶ KAMM circle
Before we go into the Kamm circle, you should
know that a tire offers a maximum of 100 %
transmissibility. It is all the same for the tire
whether we require 100 % in the direction of
braking or in the direction of the acting lateral
force, e.g. when driving round curves. If we drive
into a curve too fast and the tire requires 100 %
transmissibility as cornering force, the tire cannot
transmit any additional brake force. In spite of the
ABS the car is carried out of the curve. The
relationship between brake force B and cornering
force S is shown very clearly in the Kamm circle.
If we put a vehicle wheel in this circle, the
relationship becomes even clearer. In this
relationship: as long as the acting forces and the
resulting force remain within the circle, the vehicle
is stable to drive. If a force exceeds the circle, the
vehicle leaves the road.

▶ Brake and cornering force

- Brake force
When depressing the brake pedal the brake
force increases to the maximum, then the brake
force decreases until the wheel locks.
Cornering force
- The cornering force is a maximum when the
wheel is turning freely with zero slip. When
braking the cornering force falls to zero if the
wheel locks (slip 100 %).
ABS operating range
- The operating range starts just before the
maximum brake force and ends in maximum, for
the unstable range then begins, in which no
further modulation is possible. The ABS controls
the regulation of the brake pressure so that the
brake force only becomes great enough for a
sufficient proportion of cornering force to remain.
With ABS we remain in the Kamm circle as long
as the car is driving sensibly. We will leave
driving physics with these statements and turn to
the braking systems with and without ABS.
 4892-01 10-17

3) Basic ABS Control

▶ Operation of ABS control unit

Applications of the ABS control unit The signals

produced by the wheel sensors are evaluated
in the electronic control unit. From the
information received, the control unit must first
compute the following variables:

- Wheel speed
- Reference speed
- Deceleration
- Slip

▶ Reference speed

The reference speed is the mean, I.e. average speed of all wheel speeds determined by simple
approximation.

▶ Simplified ABS control

If, during braking, one wheel speed deviates from the reference speed, the ABS control unit attempts to
correct that wheel speed by modulating the brake pressure until it again matches the reference speed.
When all four wheels tend to lock, all four wheels speeds suddenly deviate from the previously
determined reference speed. In that case, the control cycle is initiated again in order to again correct the
wheel speed by modulating the brake pressure.
10-18

4) ABS Control Pattern

△V: Vehicle speed

Vref: Vehicle speed reference
Vw: Wheel speed

The ABS control is performed by comparing the reference speed with each wheel speed. Firstly, it is
determined whether the vehicle is in the deceleration or acceleration state using the wheel speed
change ratio. Then, a signal is transmitted to the valve.
Finally, the brake pressure is adjusted via the signal.
 4892-01 10-19

5) EBD (Electronic Brake Force Distribution) System

▶ System description

As an add-on logic to the ABS base algorithm, EBD works in a range in which the intervention
thresholds for ABS control are not reached yet.
EBD ensures that the rear wheels are sensitively monitored for slip with respect to the front axle. If slip is
detected, the inlet valves for the rear wheels are switched to pressure hold to prevent a further increase
in pressure at the rear-wheel breaks, thus electronically reproducing
a pressure-reduction function at the rear-wheel brakes.
ABS features an enhanced algorithm which includes control of the brake force distribution between the
front and rear axles. This is called Electronic Brake Distribution. In an unloading car condition the brake
efficiency is comparable to the conventional system but for a fully loaded vehicle the efficiency of the
EBD system is higher due to the better use of rear axle braking capability.

▶ Advantages

- Elimination of conventional proportioning valve

- EBD utilizes the existing rear axle wheel speed
sensor to monitor rear wheel slip.
Based on many variables in algorithm a
- pressure hold, increase and/or decrease
pulsetrain may be triggered at the rear wheels
insuring vehicle stability.
- Vehicle approaches the ideal brake force
distribution (front to rear).
- Constant brake force distribution during vehicle
lifetime.
1. Ideal distribution EBD function is monitored via ABS safety logic
2. EBD start point (conventional proportioning valves are not
3. Cut-in point monitorable).
4. Fixed distribution
10-20

6. HYDRAULIC CIRCUIT OF ABS

1) Normal Brake Operation (ABS is not working) Mode
If the driver depress the brake pedal so that the ABS does not operate, the hydraulic pressure in the
master cylinder increases through the vacuum booster and it is delivered to the wheel via the normal
open inlet valve. At this moment, the normally-closed outlet valve is closed The speed of the wheel that
hydraulic pressure is delivered reduces gradually.

Solenoid valve Valve Open/Close Pump motor

Inlet valve - Normal open (NO) valve Open
OFF
Outlet valve - Normal close (NC) valve Close