SsangYong Rodius (2013 year). Manual — part 101

08-5

1452-01

1. CHARGING SYSTEM OPERATION

Alternators use a new type of regulator that incorporates a diode trio. A Delta stator, a rectifier bridge,

and a rotor with slip rings and brushes are electrically similar to earlier alternators.

A conventional pulley and fan are used. There is no test hole.

1) Charging Time Required

The time required to charge a battery will vary depending upon the following factors:

Size of Battery

▶

A Completely discharged large heavy-duty battery required more than twice the recharging

time as a completely discharged small passenger car battery.

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Temperature

▶

A longer time will be needed to charge any battery at -18°C

(0°F) than at 27°C (80°F).

When a fast charger is connected to a cold battery, the current accepted by the battery will be

very low at first. The battery will accept a higher current rate as the battery warms.

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Charger Capacity

▶

A charger which can supply only 5 amperes will require a much longer charging period than a

charger that can supply 30 amperes or more.

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State-of-Charge

▶

A completely discharged battery requires more than twice as much charge as a one half

charged battery. Because the electrolyte is nearly pure water and a poor conductor in a

completely discharged battery, the current accepted by the battery is very low at first. Later, as

the charging current causes the electrolyte acid content to increase, the charging current will

likewise increase.

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2. STARTING SYSTEM OPERATION

The engine electrical system includes the battery, the ignition, the starter, the alternator, and all the

related wiring. Diagnostic tables will aid in troubleshooting system faults. When a fault is traced to a

particular component, refer to that component section of the service manual. The starting system

circuit consists of the battery, the starter motor, the ignition switch, and all the related electrical wiring.

All of these components are connected electrically.

08-6

3. IGNITION SYSTEM OPERATION

This ignition system does not use a conventional distributor and coil. It uses a crankshaft position

sensor input to the Engine Control Module (ECM).

The ECM then determines Electronic Spark Timing (EST) and triggers the electronic ignition system

ignition coil.

This type of distributor less ignition system uses a "waste spark" method of spark distribution. Each

cylinder is paired with the cylinder that is opposite it (2.3L DOHC: 2 - 3 or 1 - 4, 3.2L DOHC: 1 - 6 or 2 -

5 or 3 - 4).

The spark occurs simultaneously in the cylinder coming up on the compression stroke and in the

cylinder coming up on the exhaust stroke.

The cylinder on the exhaust stroke requires very little of the available energy to fire the spark plug.

The remaining energy is available to the spark plug in the cylinder on the compression stroke. These

systems use the EST signal from the ECM to control the EST.

The ECM uses the following information: Engine load (mass air flow sensor, manifold air pressure

sensor).

Engine coolant temperature.

Intake air temperature.

Crankshaft position.

Engine speed (rpm).

1) Electronic Ignition System Ignition Coil

The Electronic Ignition (EI) system ignition coil is located on the cylinder head cover.

The double ended coils receive the signal for the ECM which controls the spark advance. Each

EI system ignition coil provides the high voltage to two spark plugs simultaneously;

3.2L DOHC

T1/1: cylinder 2 and 5

T1/2: cylinder 3 and 4

T1/3: cylinder 1 and 6

The EI system ignition coil is not serviceable and must be replaced as an assembly.

08-7

1452-01

4. STARTING AND CHARGING SYSTEM
(GASOLINE ENGINE) CIRCUIT

09-3

1522-16

1. ENGINE DATA DISPLAY TABLE