DI04-1

SECTION
00 DI04

EXHAUST SYSTEM

Table of Contents

EXHAUST SYSTEM LAYOUT ..................................... DI04-3

Components locator ............................................... DI04-3
Exhaust gas flows ................................................... DI04-4
Turbo charger assembly ......................................... DI04-6
EGR VALVE AND VACUUM MODULATOR ............... DI04-27
EGR system .......................................................... DI04-27
EGR valve and turbo charger actuator
control vacuum circuit ........................................... DI04-28
EXHAUST SYSTEM AND MUFFLER ........................ DI04-36
Muffler ................................................................... DI04-36
System overview ................................................... DI04-37

EXHAUST SYSTEM CHANGED BY

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 DI04-3

EXHAUST SYSTEM LAYOUT

COMPONENTS LOCATOR

Muffler Exhaust manifold EGR valve

Catalytic converter
Turbo charger (DOC) EGR pipe Vacuum modulator

Y220_04001

EXHAUST SYSTEM CHANGED BY

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EXHAUST GAS FLOWS

Catalytic converter Exhaust pipe Muffler

A
Atmo-
sphere

A Exhaust gas

Turbo charger
(turbine side)

EGR vacuum modulator

To turbo
charger booster
Turbo charger booster
vacuum modulator

Turbo charger booster EGR valve

Exhaust manifold

Blow-by gas

EGR pipe
Y220_04002

Engine
Exhaust Turbo Exhaust
-Combustion Atmosphere
Manifold Charger Muffler
Chamber-

Intake
EGR Valve
Manifold

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Exhaust Manifold
- Removal and Installation
1. Remove the two intake hoses from the turbo charger.

Y220_04003

2. Remove the turbo charger assembly (refer to Turbo

Charger section).

Y220_04004

3. Remove the #3 pipe of EGR valve from the exhaust

manifold.

Notice

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.

Tightening torque 35 ± 3.5 Nm

Y220_04005

4. Unscrew the nuts and remove the exhaust manifold and

gasket.

Tightening torque 40 ± 4.0 Nm

Notice

Replace the gasket with new one.

5. Install in the reverse order of removal.

Y220_04006

EXHAUST SYSTEM CHANGED BY

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TURBO CHARGER ASSEMBLY

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 %.

Y220_04007

Operating Principle of Turbo Charger

The turbo charger has one shaft where at each ends are in-
stalled with two turbines having different angles to connect
one end of housing to the intake manifold and the other end to
Turbine
Impeller the exhaust manifold. As the turbine, at exhaust end, is ro-
tated by exhaust gas pressure the impeller, at intake end,
Intercooler gets rotated to send air around center of the impeller, being
circumferentially accelerated by the centrifugal force, into the
diffuser.
Intake Exhaust The air, which has been introduced to the diffuser having a
passage with big surface, transforms its speed energy into
Intercooler the pressure energy while being supplied to the cylinder im-
coolant proving the volume efficiency. Also, the exhaust efficiency
Y220_04008 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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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.
• The turbine rotates turbine wheel by receiving exhaust gas energy from the engine.
• The compressor receives torque energy from the turbine and the compressor wheel inducts air to force it inside of
the cylinder.

Y220_04009

1. Turbine housing A. Air inlet (from atmosphere)

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

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

Thrust collar Floating bearing

Y220_04010

The radial type has the impeller plate arranged in straight line
Turbine at the center of shaft and, compared to the backward type, is
Impeller
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
Exhaust gas
outer circumference and flows into the diffuser.
As surface of the passage increases, air flown into the dif-
fuser transforms its speed energy into pressure energy and
flows into the intake manifold where the pressurized air is
Diffuser supplied to cylinder each time the intake valve of cylinder opens
Oil passage
Y220_04011
up. Therefore, the efficiency of compressor is determined by
the impeller and diffuser.

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 ex-
hausted through the exhaust manifold. At the same time, as the impeller is on the same shaft, it rotates.

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.

Notice

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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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 pres-
sure 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

Y220_04012

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Diagnosis and Maintenance for Turbo Charger System

Cautions During Driving Inspection of Turbo Charger
The following lists cautions to take during test drive and When problem occurs with the turbo charger, it could cause
on the turbo charger vehicle, which must be considered engine power decline, excessive discharge of exhaust gas,
during the operation; outbreak of abnormal noise and excessive consumption
1. It’s important not to drastically increase the engine of oil.
rpm starting the engine. It could make rotation at 1. Inspection when installed
excessive speed even before the journal bearing is - Check the bolts and nuts foe looseness or missing
lubricated and when the turbo charger rotates in poor
- Check the intake and exhaust manifold for
oil supply condition, it could cause damage of bearing
looseness or damage
seizure within few seconds.
- Check the oil supply pipe and drain pipe for
2. If the engine is running radically after replacing the
damages
engine oil or oil filter brings poor oil supply condition.
To avoid this, it’s necessary to start off after idling - Check the housing for crack and deterioration
the engine for about 1 minute allowing oil to circulate 2. Inspection of turbine in turbo charger
to the turbo charger after the replacement. Remove the exhaust pipe at the opening of the turbine
3. When the engine is stopped abruptly after driving at and check, with a lamp, the existence of interference
high speed, the turbo charger continues to rotate in of housing and wheel, oil leakage and contamination
condition where the oil pressure is at ‘0’. In such (at blade edge) of foreign materials.
condition, an oil film between the journal bearing and - Interference: In case where the oil leak sign exists,
the housing shaft journal section gets broken and even the small traces of interferences on the
this causes abrasion of the journal bearing due to the turbine wheel mean, most of times, that abrasion
rapid contact. The repeat of such condition significantly has occurred on the journal bearing. Must inspect
reduces life of the turbo charger. Therefore, the engine after overhauling the turbo charger.
should be stopped possibly in the idle condition. - Oil Leakage: Followings are the reasons for oil
leakage condition;
Notice
• Problems in engine: In case where the oil is
After string for long period of time during winter smeared on inner wall section of the exhaust
season or in the low temperature condition where gas opening.
the fluidity of engine oil declines, the engine, • Problems in turbo charger: In case where the
before being started, should be cranked to oil is smeared on only at the exhaust gas
circulate oil and must drive after checking the oil outlet section.
pressure is in normal condition by idling the
engine for few minutes. Notice

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.

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- Oil Drain Pipe Defect

Inspection of Turbine
In case where oil flow from the turbo charger
sensor housing to the crank case is not smooth
Thoroughly check the followings.
would become the reason for leakage as oil builds
up within the center housing. Also, oil thickens Notice
(sludge) at high temperature and becomes the
indirect reason of wheel hub section. In such case, Must absolutely not operate the turbo charger with the
clogging and damage of the oil drain pipe and the compressor outlet and inlet opened as it could damage
pressure of blow-by gas within the crank case the turbo charger or be hazardous during inspection.
must be inspected.
- Interference: In case where is trace of interference or
- Damages from Foreign Materials
smallest damage on the compressor wheel means,
When the foreign materials get into the system, most of times, that abrasion has occurred on the
it could induce inner damage as rotating balance journal bearing. Must inspect after the overhaul.
of the turbo charger gets out of alignment.
- 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;
A. 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.
B. 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.

Notice

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.
- 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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Path of Turbo 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.

Contamination of Oil

Journal Bearing Clogging of Oil

Damage or Wear Passage

Metal Contact Poor Oil Supply

Shaft Journal Bearing Wear

Rotor Wear

Interference of
Seal Wear at Seal Wear at Intake Turbine and Com-
Exhaust System System pressor Components

Oil Leakage

Abnormal Noise Lack of Power/Poor

Acceleration (Lack of
Turbo Charged Pressure)

Check Booster Pressure

Check Exhaust Gas Pipes
Control Valve

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 DI04-13

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

Poor Oil Supply

Metal Contact of Shaft /Journal Bearing/

Center Housing Inner Part

Journal Bearing/Center Housing Inner Part

Wear/Seizure

Melt down of Bearing to Turbine Wheel Journal

Rotor Rotational Movement

Seal Wear at Exhaust Seal Wear at Intake Interference of Turbine and

System System Compressor Components

Oil Leakage

Lack of Power/Poor
Abnormal Noise Acceleration (Lack of
Turbo Charged Pressure)

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DI04-14

3. Turbine Side: Inflow of foreign materials from engine

Compressor Side: such as air filter, muffler and nut

Inflow of Foreign Materials

Inflow of Foreign Materials Inflow of Foreign Materials

into Turbine into Compressor

Compressor Wheel Blade

Shaft Wheel Blade Break
Break

Unbalancing Rotor Rotation

Rotor Bearing Wear

Rotor Turning Movement

Seal Wear at Exhaust Seal Wear at Intake Interference of Turbine and

System System Compressor Components

Oil Leakage

Lack of Power/Poor Accel-

Abnormal Noise eration (Lack of Turbo
Charged Pressure)

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 DI04-15

4. Defects caused by reasons other than that of the Turbo Charger.

Oil Leakage at Turbine

<In case where the scanner <Mechanical

displays as electrical malfunction> Malfunction>
Excessive Engine Wear Excessive Inflow of Blow-By
Gas, Idling at Low Speed,
Clogging of Oil Drain Pipe
Dampness or Poor Connec-
tion of Turbo Charger Actuator
Connecting Vacuum Circuit

Oil Leakage at Turbine Oil Leakage at Seal

Housing Entrance

Detection of DTC Code

Caused By HFM Sensor or
EGR Valve Malfunction
Misunderstanding of Oil Carbonization Caused By
Leakage High Temperature

Vacuum Modulator Power

Control Error for Controlling
No Problems in Turbo Seal Wear
Actuator in Engine ECU
Charger System

Oil Leakage

Oil Leakage at Compressor

Inflow of Dust Increase of Negative Pressure

Increase at Inlet Side

Oil Leak Sign at Compres- Excessive Inflow of Blow-By

sor Inlet and Outlet Gas, No-Load High Speed
Rotation

Misunderstanding of Oil No Problems in Turbo

Leakage Charger System

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

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.
- Is the rotation smooth when the rotor is rotated by hand?
- Is the movement of bearing normal?
- Inspect whether there has been any signs of interference between two wheels.

Notice

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

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Diagnosis and Measure

Poor Engine Power or Smoke Discharge

Air Cleaner Contamination Slack between Compres-

NO NO
and Clogging of Oil Pass sor Entrance and Exhaust Leaks at Intake Manifold
Type Air Cleaner Manifold Connection
YES YES YES

Replace Air Cleaner

Element or Oil Pass Type Inspect and Repair
Reconnect Connections
Air Filter Intake Manifold

NO

Poor Rotation or Interfer-

Leaks at Exhaust Mani- NO Leaks at Turbo Charger NO
ence of Turbo Charger
fold Connecting Flange
Components
YES YES

Inspect and Repair Intake Refer to Diagnosis

Manifold Table

NO

Clogging Between Com-

Clogging Between Air NO NO
pressor Exit and Intake Clogging of Engine Muffler
Cleaner and Compressor
Manifold
YES YES YES

Clean or Replace
Clean or Replace Affected Clean or Replace Affected
Affected Compo-
Components Components
nents

NO

Weakness of Engine
Clogging of Engine Intake/ NO Function, Intake/Exhaust
Exhaust Manifold Valve Damage, Timing
Defects of Each Valve
YES YES

Inspect and Repair Inspect and Repair

Related Components Related Components

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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 Hoover 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 Hoover 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.

Hoover EGR System for IDI Engine EGR System for DI Engine
(Including the EGR Valve Potentiometer)
Y220_04013

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The other big difference between the Hoover 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 Hoover 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 Hoover EGR
utilizes solenoid valve to disconnect the connection circuit between intake manifold and ALDA causing negative pres-
sure 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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When Engine Exhaust Gas shows White Smog or Blue Smog

Poor Connection between

NO Oil Leak Sign around NO Clogging of Engine Oil
Compressor Outlet and
Intake Manifold Element
Intake Manifold
YES YES YES

Reconnection Inspect PVC Line Replace Oil Filter

NO

Clogging or Damage Oil Leakage at Seal

NO NO Engine Malfunction (Ring,
between Air Cleaner and between Turbo Charger
Piston, Valve)
Turbo and Compressor
YES YES YES

Clean or Replace Affected Repair (overhaul)

Refer to Diagnosis Table
Components Engine

Excessive Consumption of Engine Oil

Poor Oil Seal at Turbo

Improper Inspection of Air NO Improper Viscosity of NO
Compressor Side (Oil leak
Cleaner Contamination Engine Oil Being Used sign at housing and wheel)
YES YES YES

Replace Air Cleaner Refer to Diagnosis

Replace with Specified Oil
Element Table

NO

Poor Oil Seal at Turbo Turbine Oil Leakage at Engine

NO
Side (trace of leakage in Exhaust Manifold (damages
housing and wheel) to ring, piston and valve)
YES YES

Refer to Diagnosis Table Inspect or repair Manifold

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Abnormal Noise from Turbo Charger System

Leaks at Pipe and Hose Inflow of Foreign Material

Contamination or Clogging NO NO
Duct Parts between to Compressor Entrance
of Air Cleaner Manifolds of Turbo Charger or Housing
YES YES YES

Inspect and Repair Air

Clean or Replace If Inspect or Replace Cleaner Element and Turbo
required Connections Charger after Removing
Foreign Materials

NO

Poor Rotation of Rotating

Inflow of Foreign Materials NO Inflow of Foreign Materials NO
Turbo Charger Compo-
to Intake Manifold to Muffler
nents and Interference
YES YES YES

Inspect and Repair Air Repair Housing and

Repair Muffler and Turbo
Cleaner Element and Turbo Turbo Charger and
Charger After Removing
Charger after Removing Inspect Normal Opera-
Foreign Materials
Foreign Materials tion for Engine

NO

Check the Interference

between Rotating Turbo
Charger Components and
Housing
YES

Refer to Diagnosis Table

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Poor Rotation of the Turbo Charger

Compressor Wheel Turbine Wheel Damages

NO NO Interference of Compres-
Damages By Inflow of By Inflow of Foreign
sor Wheel with Housing
Foreign Material Material
YES YES YES

Fatigue and Wear in

Repair or Replace Air
Repair or Replace Ex- Bearing or Shaft
Cleaner Element and
haust Manifold Journal (Refer to
Turbo Charger
Diagnosis Table)

NO

Excessive Deposit of
Clogging of Compressor NO Carbon or Combustion NO Gel Type Oil in Center
by Dust Residues Inside of Turbine Housing
Wheel by Oil Contamination
YES YES YES

Repair or Replace Air Repair or Replace Turbo Repair or Replace Engine

Cleaner Element and Charger Oil Filter and Turbo
Turbo Charger Charger

Oil Leakage at Turbine in Turbo Charger

Gel Type Oil in Center

Excessive Filling of Oil NO Clogging of Oil Drain NO
Housing or Excessively
When Installing Pipes in Turbo Charger
Contaminated Oil
YES YES YES

Oil Disappears After Clean or Replace Drain Repair or Replace

Combustion Line Engine Oil Filter and
Turbo Charger

NO

Poor Engine Function

Deterioration of Turbo NO
(Too High Blow-by gas
Charger Journal
pressure in crankcase)
YES YES

Refer to Diagnosis Table Inspect PVC Line

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Oil Leakage at Compressor in Turbo Charger

Clogging or Damage of
Contamination of Air NO NO
Too High Oil Viscosity Pipe between Air Cleaner
Cleaner Element
and Turbo Charger
YES YES YES

Replace Damaged
Clean or Replace Air Replace With Specified
Components after
Cleaner Element Oil
Cleaning clogged Area

NO

Looseness in Connection
NO Oil Leakage at Intake NO Clogging of Oil Drain Pipe
between Compressor
Manifold in Turbo Charger System
Outlet and Intake Manifold
YES YES YES

Reconnect After Inspec- Inspect and Repair Intake Clean Clogged Area
tion Manifold After Inspection

NO

Clogging Between Com-

Deterioration or Damage NO NO
pressor Outlet and Intake Clogging of Engine Muffler
to Compressor Wheel
Manifold
YES YES YES

Clean, Repair or Replace

Air Cleaner Element and Refer to Diagnosis Table Inspect PCV Line
Turbo Charger

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Wear in Turbo Charger Inner Diameter and Shaft Journal

Poor Oil Filling When

NO Contamination of Oil Filter NO Lack of Oil in Turbo
Installing or Replacing
Turbo Charger or Use of Low Grade Oil Charger

YES YES YES

Clean or Replace Air

Reinstall While Using
Cleaner Element / Re- Add Oil During Idling
Specified Oil
place With Specified Oil

NO

Poor Oil Supply by Wear in Journal Section

NO Clogging of Engine Oil NO
Clogging of Oil Supply By Clogging in Center
Pipe in Turbo Charger Filter Housing
YES YES YES

Clean and Repair Dam- Repair or Replace

Replace Oil Filter
aged Components Turbo Charger

NO

Poor Function of Engine

Oil Pump
YES

Inspect and Replace If

Required

For other diagnosis, refer to Diagnosis section.

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-25

Turbo Charger Assembly

- Removal and Installation
1. Remove the drain plug and drain the engine oil from the
oil pan.
Installation Notice

Tightening torque 25 ± 2.5 Nm

Y220_04015

2. Remove the vacuum hose and inlet hose from the turbo
charger.
Installation Notice

Tightening torque 6 ~ 7 Nm

Y220_04016

3. Remove the bolts and nuts at the exhaust manifold in

turbo charger.
Installation Notice

Tightening torque 25 ± 2.5 Nm

Y220_04017

4. Remove the lower and upper bolts at turbo charger oil

supply pipe.
Installation Notice

Tightening torque 23 ± 2.3 Nm

Y220_04018

EXHAUST SYSTEM CHANGED BY

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DI04-26

5. Remove the lower bolts at turbo charger oil return pipe.

Notice

Replace the steel gasket with new one.

Installation Notice

Tightening torque 25 ± 2.5 Nm

Y220_04019

6. Remove the lower bolt at turbo charger bracket.

7. Remove the turbo charger bracket bolts.
Installation Notice

Tightening torque 32 ± 3.2 Nm

Notice

Use only 12 1/2" wrench.

Y220_04020

8. Remove the bolts and nuts at the turbo charger and the
exhaust manifold.
Installation Notice

Tightening torque 25 ± 2.5 Nm

Y220_04021

9. Remove the turbo charger assembly.

10. Install in the reverse order of removal.

Notice

• Replace the steel gasket with new one.

• To prevent gas leaks, tighten the fasteners with the
specified tightening torques.

Y220_04022

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-27

EGR VALVE AND VACUUM MODULATOR

EGR SYSTEM
General Information
EGR system controls the opening vale 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.

Various sensor
Signals

Y220_04023

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

2. Vacuum modulator 5. Intake manifold
3. Vacuum pump 6. Hfm sensor

EXHAUST SYSTEM CHANGED BY

DI ENG SM - 2004.4 EFFECTIVE DATE
AFFECTED VIN
DI04-28

EGR VALVE AND TURBO CHARGER ACTUATOR CONTROL VACUUM

CIRCUIT
Vacuum Modulator
The biggest difference between the vacuum circuit and layout of the Hoover EGR system after K2004 has been intro-
duced 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. EGR valve vacuum modulator
2. Turbo charger booster vacuum modulator
From vacuum pump

To EGR Valve

To turbo charger Vacuum pump

actuator

Y220_04024

IDI engine vacuum modulator (hoover EGR system - K2004)

To PLA (injection pump)

From vacuum pump

To EGR valve
From vacuum pump

Y220_04025

1. Vacuum modulator for EGR valve control 2. Vacuum modulator for injection pump PLA control

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-29

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

From vacuum pump

EGR valve

Vacuum modulator for

EGR valve control

Y220_04026

Related with turbo charger actuator

Turbo charger pressure valve

Vacuum modulator for turbo From vacuum pump

charger booster control
Y220_04027

EXHAUST SYSTEM CHANGED BY

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DI04-30

EGR System Diagram

Intercooler

Intake
manifold
Exhaust
manifold EGR
valve
Vacuum
Regulated Modulator
pump
vacuum
pressure

Duty
control

Feedback EGR Air intake signal

(Air Mass) (for EGR feed-
back control)
ECU
Improved target EGR Turbo charger

Pedal RPM
signal signal

Y220_04028

EGR Valve
EGR valve recirculates some of exhaust gases to intake system to reduce toxic NOx from engine according to ECU
signals.
• 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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AFFECTED VIN
 DI04-31

Operation Principle of Vacuum Modulator

Vacuum pump

Output vacuum

ATM

Plunger

Connector

Vacuum control

Diaphragm

Seat assembly
Atmospheric pressure Spring

Plunger

Air flow

During duty increase (B) During duty reduction (C)

Vacuum is controlled according to relationship between chamber pressure (I) in rolling nipple cover and magnetic
force (II) in plunger.

Y220_04029

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.

EXHAUST SYSTEM CHANGED BY

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DI04-32

Operating principle: Balance between original vacuum pressure and magnetic force (see above figure)
• Normal state (Fig. A): Original vacuum and seat section, 3 stoppers keep sealing
• Duty up state (Fig. B): Original vacuum pressure is connected to inside of diaphragm chamber
• Duty down state (Fig. C): Increased diaphragm chamber pressure is connected to atmosphere to compensate the
pressure.

Floating plunger Stroke

(mm)
Max. Distance 1mm
DUTY 50%

Output C/V

Y220_04030

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.

Flowing
volume

Y220_04031

Output Characteristics
Output vacuum (-mmHg)

Up

Down

Y220_04032

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
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 DI04-33

Operating Conditions
• Engine is running
• Engine RPM is within a specified range. (EGR OFF under high RPM range)
• Engine torque is within a specified range. (EGR OFF under high torque range)
• Vehicle speed is within a specified range. (EGR OFF under high speed range)
• Atmospheric pressure is within a specified range. (EGR OFF under high altitude and low atmospheric pressure)
• Coolant temperature is within a specified range. (EGR OFF under high or low temperature)
• EGR OFF under extended period of idling.

Control Logic
• Main map: EGR volume is controlled based on intake air volume
• Auxiliary map
- Coolant temperature (Coolant temperature sensor)
- Engine rpm (Crankshaft position sensor)
- Engine load (TPS): Detection of sharp acceleration
- Intake air temperature (HFM): Decreases when over 60°C
- Atmospheric pressure (Barometric sensor): Compensation of altitude
• 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
• Engine rpm: over 2,950 rpm
• Vehicle speed: over 105 km/h
• Coolant temperature: over 100°C or below 10°C
• Idle period: over 50 seconds

EXHAUST SYSTEM CHANGED BY

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DI04-34

EGR Valve and Pipe

- Removal and Installation
1. Remove the vacuum hose from the EGR valve.

Y220_04033

2. Unscrew the bolts and remove the EGR valve (2), EGR
valve #1 pipe (1) and gasket.

Tightening torque 25 ± 2.5 Nm

Y220_04034

3. Remove the EGR valve #1 pipe, #2 pipe, #3 pipe and

gaskets from the engine.

Tightening torque 25 ± 2.5 Nm

Y220_04035

4. Install in the reverse order of removal.

EGR #3 pipe (LH) Notice

EGR #1 pipe (RH)
• Make sure to observe the specified tightening
EGR center pipe torques.
• Never reuse the EGR #1 pipe (intake) and #3 pipe
(exhaust) once removed.
• Replace the gaskets with new ones.

Y220_04036

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-35

Vacuum Modulator
- Removal and Installation
1. Remove the vacuum hose from the vacuum modulator.

Y220_04037

2. Remove the vacuum modulator from the bracket.

Tightening torque 10 ± 1.0 Nm

3. Install in the reverse order of removal.

Notice
Make sure that the vacuum hoses are connected to
correct locations.

Y220_04038

EXHAUST SYSTEM CHANGED BY

DI ENG SM - 2004.4 EFFECTIVE DATE
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DI04-36

EXHAUST SYSTEM AND MUFFLER

(1) #1 Pipe (turbo charger side) (2) DOC (Diesel Oxidation Catalyst)

(3) Muffler Hanger Muffler (4) Tail pipe

Y220_04039

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.

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-37

SYSTEM OVERVIEW
Exhaust System Muffler
Check the complete exhaust system and the nearby body Aside from the exhaust manifold connection, the exhaust
areas and trunk lid for broken, damaged, missing or system uses a flange and seal joint design rather than a
mispositioned parts, open seams, holes, loose slip joint coupling design with clamp and U-bolts. If hole,
connections, or other deterioration which could permit open seams, or any deterioration is discovered upon in-
exhaust fumes to seep into the trunk may be an indication spection of the front muffler and pipe assembly, the com-
of a problem in one of these areas. Any defects should be plete assembly should be replace, the complete assem-
corrected immediately. bly should be replaced. The same procedure is applicable
to the rear muffler assembly. Heat shields for the front and
Notice rear muffler assembly and catalytic converter protect the
vehicle and the environment from the high temperatures
When you are inspecting or replacing exhaust system that the exhaust system develops.
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
Heat Shield
materials. 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
DOC (Diesel Oxidation Catalyst) is installed to the underbody, and the heat shield to block
the heat from the rear muffler is installed to the underbody
DOC (Diesel Oxidation Catalyst) is the purification device between the fuel tank and the rear muffler.
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.
Hanger
Notice The hanger is to support the components.
If the ganger is not properly installed, it may cause the
To prevent damage of DOC, never contact the lift pad
vibration that is very difficult to diagnose. Therefore, install
when lifting up the vehicle.
the hanger to the correct location so that the exhaust sys-
tem cannot contact to the underbody and other
components.

EXHAUST SYSTEM CHANGED BY

DI ENG SM - 2004.4 EFFECTIVE DATE
AFFECTED VIN
DI04-38

DOC (Diesel Oxidation Catalyst)

System and principle Catalytic converter structure
Oxidation catalytic technology for diesel engine is basi- The Catalytic converter of monolith type consists of 2 walled
cally the same with it of gasoline engine used before de- metal bodies which is made of Cordierite.
velopment of 3 primary catalyst (2 primary catalyst), and The principal element of converter consists of the materi-
its effect and performance were already proved. als like Alumina or oxidized Serume in order to apply to
DOC (Diesel Oxidation Catalyst) reduces HO and CO con- Ceramic Monolith. Washer coat operates first, and cata-
tained exhaust gas over 80 %, and removes SOF (Soluble lytic metal elements (Pt, Pd, Ph) operates to washer coat
Organic Fraction) over 50 ~ 80 %, but because its portion next.
in total PM is low, it reduces approx, 20 ~ 40 % of TPM Monolith type is lighter than other types, easy to manu-
(Total Particulate Material). facture and quickly approaches to proper temperature.
Because of low reducing rate for PM of DOC, in order to Washer coat is used to make a contact surface with ex-
guarantee safety rate of PM regulation, this technology is haust gas bigger by adhering closely to small holes of
being used mainly. And it should keep over 80% of PM inner layer.
reducing rate, and at present it plays a role as a transition
If a lead compound or phosphorus adheres to the surface
stage.
and the temperature rises, its surface is decreased.
And also it reduces diesel odor and black smoke, plati-
The total area of general monolith converter is about
num or palladium are being used as a catalyst.
45,000 ~ 500,000 ft 3. (10 times of a football field)
On the other hand, it is a problem that it makes the reac-
Generally Alumina (AL2O3) is used as a raw material and
tion of oxidation, which SO2 produce SO3 and H2 SO4 by
its 7 phases of gamma, delta, theta have big areas and
reacting to oxygen in exhaust gas, if temperature of ex-
high stability for the temperature, and nowadays gamma
haust gas becomes over 300°C, and this produced gas is
Alumina is used usually.
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 %. Cover
Insulation Upper part of
Mat converter

Plate

Lower part of Monolith catalyst

converter

Inlet gas Outlet gas

Y220_04040

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-39

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 de-
creasing 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

Y220_04041

Aldehide

Aromatic HC

Y220_04042

• Oxygen adheres to catalytic material : below 180°C

Catalytic Material

Catalytic Material

Y220_04043

EXHAUST SYSTEM CHANGED BY

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DI04-40

• Catalytic material supplies each CO and HC with O2 for

their oxidation : above 180°C

Catalytic Material Catalytic Material

Y220_04044

• Catalytic material conversion process by DOC

PAH (Aromatic HC)

Catalyzer

Y220_04045

Method for reduction of NOx

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

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN
 DI04-41

#1 Exhaust Pipe
- Removal and Installation
1. Remove the upper bolts at turbo charger.

Notice
Use the universal type wrench.

Y220_04046

2. Remove the lower bolts and gasket.

Y220_04047

3. Remove the pipe mounting rubber.

Y220_04048

4. Remove the #1 exhaust pipe.

5. Install in the reverse order of removal.

Y220_04049

EXHAUST SYSTEM CHANGED BY

DI ENG SM - 2004.4 EFFECTIVE DATE
AFFECTED VIN
DI04-42

Catalytic Converter
- Removal and Installation
1. Unscrew the bolts at both sides and remove the gasket
and the converter.
2. Install in the reverse order of removal.

Y220_04050

#2 Exhaust Pipe
- Removal and Installation
1. Unscrew the bolts and remove the gasket.

Y220_04051

2. Release the rear mounting lever with a screwdriver.

Y220_04052

3. Remove the #2 exhaust pipe.

Y220_04053
4. Install in the reverse order of removal.

CHANGED BY EXHAUST SYSTEM

EFFECTIVE DATE DI ENG SM - 2004.4
AFFECTED VIN