1997 SSANGYONG KORANDO Service Repair Manual

AUTOMATIC TRANSMISSION 5A-11
SSANGYONG MY2002
Manual Valve
The manual valve is connected to the vehicle selector
mechanism and controls the flow of oil to the forward
and reverse circuits. The manual valve function is
identical in all forward gear positions except that in
the Manual 1 position an additional supply of oil is
directed to the 1-2 shift valve for application of the
rear band and the C4 overrun clutch. The manual valve
directs the line pressure into the PRND fluid circuits.
Valve Body
1-2 Shift Valve
The 1-2 shift valve is a two position valve that must be
switched to the 2, 3 and 4 position in order to get any
forward gear other than first gear. It is used for all 1-2
and 2-1 gearshifts.
The switching of this valve is achieved by using S1
and/ or S2.
During a 1-2 gearshift drive oil from the manual valve
passes through to the second gear circuit. During a 2-
1 gearshift the band apply feed oil is allowed to exhaust
via the 1-2 shift valve.
The 1-2 shift valve works in conjunction with the 3-4
shift valve to disengage the C4 clutch in first gear,
and engage C4 in second gear. When Manual 1 is
selected the C4 clutch and rear band (B2) are engaged.2-3 Shift Valve
The 2-3 shift valve is a two position valve. It is used
on all 2-3 and 3-2 gearshifts.
The switching of this valve is achieved by S2 which is
located at the end of the valve spool.
In the 1, 2 position, second gear oil from the 1-2 shift
valve is prevented from entering the third gear circuit.
When the valve is moved to the 3, 4 position, oil from
the second gear circuit is routed to the third gear circuit
and the transmission is changed to third gear.
3-4 Shift Valve
The 3-4 shift valve is a two position valve. It is used
for all 3-4 and 4-3 gearshifts.
The switching of this valve is achieved by S1 which is
located at the end of the valve spool.
During a 3-4 gearshift the 3-4 shift valve:
Exhausts the front band release (B1R) circuit
thereby allowing the application of the front band
(B1).
Connects the inner apply area of the front servo
(B1AI) to the Band Apply Feed (BAF) circuit thus
allowing greater apply forces to the front band.
Exhausts the Overrun Clutch (OC) circuit which al-
lows the C4 clutch to disengage.
KAA5A100
KAA5A120 KAA5A90KAA5A110

5A-12 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
During a 4-3 gearshift, the C4 clutch is engaged and
the front band (B1) is released. These actions are se-
quenced by the 4-3 sequence valve.
The 3-4 shift valve also switches during 1-2 and 2-1
gearshifts where its function is to apply the overrun
clutch (C4) in second gear but to release it in first
gear.
Note that the C4 clutch is applied in Manual 1 by virtue
of the manual valve and the 1-2 shift valve. Refer to
“1-2 Shift Valve” in this section.
4-3 Sequence Valve
The 4-3 sequence valve is a two position spring loaded
valve. It switches during 3-4 and 4-3 gearshifts although
it performs no function during the 3-4 shift.
During the 4-3 shift the 4-3 sequence valve delays the
connection of the Clutch Apply Feed (CAF) circuit to
the B1R circuit until the B1R circuit has been fully
pressurized by using the third gear circuit. This
prevents objectionable engine flare on completion of
the 4-3 gearshift.
Solenoid Supply Pressure Regulator Valve
The solenoid supply pressure regulator valve supplies
a constant pressure to all solenoids (S1 to S7). Line
pres-sure is used as the feeding oil to this regulator
and the output is termed line 500.
Line Pressure Control Valve
Line pressure is controlled by S6, which acts as theline pressure control valve. When S6 pressure is applied
to the end of the Primary Regulator Valve (PRV), it is
opposed by spring force and causes LOW line
pressure for light throttle application and cruising.
Heavy throttle application causes the normally open
S6 to open (switch Off) thus closing line 500 and
opening S6 to exhaust. Removal of S6 pressure from
the PRV results in HIGH line pressure.
Clutch Apply Feed Regulator Valve
The clutch apply feed regulator valve is a fixed ratio
(2.25:1) valve. This valve provides a regulated pressure
to the C1 clutch and controls the change rate of the
clutch state to give the desired shift quality.
Third gear oil supplied to the valve is regulated to pro-
vide an output pressure, Clutch Apply Feed (CAF) pres-
sure, of 2.25 times the S5 signal pressure when S3 is
ON. When S3 is OFF, the output pressure is 2.25 times
the line 500 pressure.
Band Apply Feed Regulator Valve
The band apply feed regulator valve is a fixed ratio
(1.4:1) valve. It provides a regulated pressure to the
front servo, and controls the change rate of the front
band (B1) state to give the desired shift quality.
Second gear oil supplied to the valve is regulated to
provide an output pressure, Band Apply Feed (BAF)
pressure, of 1.4 times the S5 signal pressure when S4
is ON. When S4 is OFF the output pressure is 1.4 times
the line 500 pressure.
KAA5A160 KAA5A130
KAA5A150
KAA5A140

AUTOMATIC TRANSMISSION 5A-13
SSANGYONG MY2002
Reverse Lockout Valve
The reverse lockout valve is a two position valve con-
tained in the upper valve body. This valve uses S1-S2
pressure as a signal pressure and controls the applica-
tion of the rear band (B2).
While the manual valve is in D, 3, 2 or 1 positions,
drive oil is applied to the spring end of the valve,
overriding any signal pressures and holding the valve
in the lockout position. This prevents the application
of B2 in any of the forward driving gears except M1.S1- S2 pressure is exhausted and the valve is held in
the lockout position by the spring. In this position,
engagement of B2 is prohibited.
This feature protects the transmission from abuse by
preventing the undesirable application of B2 at high
speed, and by providing a reverse lockout function.
Note that if the transmission is in failure mode, the
rear band will be applied at all times in P, R and N.
Pump Cover
When the manual valve is in P, R or N positions, drive
oil is exhausted and the reverse lockout valve may be
toggled by S1-S2 pressure.
B2 is applied in P, R, and N if the following conditions
are satisfied;
In P or N, vehicle speed = 3 km/h.
In R, vehicle speed = 10 km/h.
Engine speed = 1600 rpm.
Throttle position = 12 %.
Under these conditions, the TCM switches solenoids
S1 and S2 to OFF. The reverse lockout valve toggles
under the influence of the S1-S2 pressure, to connect
the line pressure to the B2 feed. Oil is fed to both the
inner and outer apply areas of the rear servo piston,
applying B2.
If any of the above conditions are not satisfied, the
TCM switches solenoids S1 and S2 to ON.Primary Regulator Valve
The Primary Regulator Valve (PRV) regulates the trans-
mission line pressure (or pump output pressure). This
valve gives either high or low line pressure depending
on whether S6 is switched OFF or ON. When S6 is
switched ON, S6 pressure is applied to the PRV moving
it against spring pressure and opening the line
pressure circuit to the pump suction port resulting in
reduced line pressure.
Low line pressure is used during light throttle applica-
tions and cruising. Heavy throttle will cause S6 to switch
OFF and thereby cause high line pressure.
This stepped line pressure control has no detrimental
effect on shift feel because all shifting pressures are
controlled by separate band and clutch regulator
valves, and the output of S5.
When reverse gear is selected, both the low and high
line pressure values are boosted to guard against slip-
page. This is achieved by applying reverse oil line
pressure to the PRV to assist the spring load. The
other end of the valve contains ports for line pressure
feedback and S6 pressure.
The PRV also regulates the supply of oil to the
converter via the converter feed port. The cascade
effect of the PRV ensures the first priority of the valve
is to maintain line pressure at very low engine speeds.
When the engine speed increases and the pump
supplies an excess of oil the PRV moves to uncover
the converter feed port thereby pressurizing the
converter. If there is an excess of oil for the
transmission’s needs then the PRV moves further to
allow oil to return to the suction port.
KAA5A170
KAA5A180KAA5A190

5A-14 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Converter Clutch Regulator Valve
The converter clutch regulator valve regulates the pres-
sure of the oil which applies the converter clutch. Input
oil from the line 500 circuit is regulated within the valve,
with the output pressure being variable according to
the signal pressure from the S5 circuit. Converter clutch
apply and release application is smoothed by
electronically varying the S5 circuit pressure.
Converter Clutch Control Valve
The converter clutch control valve is a two position
valve which applies or releases the converter clutch.
The switching of this valve is governed by the signal
pressure from S7.
When the valve is in the OFF or released position, con-
verter feed oil from the PRV is directed to the release
side of the converter clutch. After flowing through the
converter, oil returns to the converter clutch control
valve and is then directed to the oil cooler.
When the valve is in the ON or applied position, regu-
lated oil from the converter clutch regulator valve is
directed to the apply side of the converter clutch. This
oil remains within the converter because the converter
clutch piston is sealed against the flat friction surface
of the converter cover. To provide oil flow to the cooler
the converter clutch control valve directs converter feed
oil from the PRV directly to the cooler circuit.B1R Exhaust Valve
The B1R exhaust valve is a two position spring loaded
valve located in the transmission case directly adjacent
to the front servo. It permits the servo release oil to be
rapidly exhausted into the transmission case during
application of the front band (B1). This prevents the
need to force the oil back from the front servo through
the valve body and through the 3-4 shift valve. The
spring positions the valve to prevent oil entering the
release area of the servo until the B1R circuit oil
pressure reaches approximately 100 kPa.
POWER TRAIN SYSTEM
The Power Train System consists of;
A torque converter with single face lock-up clutch
Four multi-plate clutch assemblies
Two brake bands
Two one-way clutches
Planetary gear set
Parking mechanism
A conventional six pinion Ravigneaux compound plane-
tary gear set is used with overdrive (fourth gear) being
obtained by driving the carrier.
The cross-sectional arrangement is very modular in
nature.
Four main sub-assemblies are installed within the case
to complete the build. These subassemblies are;
KAA5A220KAA5A200
KAA5A210
KAA5A240

AUTOMATIC TRANSMISSION 5A-15
SSANGYONG MY2002
3-4
OWC
X
X
X
X
X 1-2
OWC
X B2
X
X B1
X
X C4
X
X
X
Gear set-sprag-centre support
C1 -C2 -C3 -C4 clutch sub-assembly
Pump assembly
Valve body assembly
One, or a combination of selective washers are used
between the input shaft flange and the number 4
bearing to control the transmission end float. This
arrangement allows for extensive subassembly testing
and simplistic final assembly during production.
A general description of the operation of the Power
Train System is detailed below.
First gear is engaged by applying the C2 clutch and
locking the 1-2 One Way Clutch (1-2 OWC). The 1-2
shift is accomplished by applying the B1 band and
overrunning the 1-2 OWC. The 2-3 shift is
accomplished by applying the C1 clutch and releasingthe B1 band. The 3-4 shift is accomplished by re-
applying the B1 band and overrunning the 3-4 OWC.
Reverse gear is engaged by applying the C3 clutch
and the B2 band.
The C4 clutch is applied in the Manual 1, 2 and 3 ranges
to provide engine braking. In addition, the C4 clutch
is also applied in the Drive range for second and third
gears to eliminate objectionable freewheel coasting.
The B2 band is also applied in the Manual 1 range to
accomplish the low-overrun shift.
Both the front and rear servos are dual area designs
to allow accurate friction element matching without the
need for secondary regulator valves. All the friction
elements have been designed to provide low shift
energies and high static capacities when used with
the new low static co-efficient transmission fluids. Non-
asbestos friction materials are used throughout.
Gear
First
Second
Third
Fourth
Reverse
Manual 1Gear
Ratio
2.741
1.508
1.000
0.708
2.428
2.741C1
X
XC2
X
X
X
X
XC3
XLU
CLUTCH
X*
X ELEMENTS ENGAGED
* For Certain Vehicle Applications, Refer to the Owner's Manual.
KAA5A250

5A-16 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Torque Converter
The torque converter consists of a turbine, stator pump,
impeller and a lock-up damper and piston assembly.
As in conventional torque converters, the impeller is
attached to the converter cover, the turbine is splined
to the input shaft and the stator is mounted on the
pump housing via a one way clutch (sprag).
The addition of the damper and piston assembly en-
ables the torque converter to lock-up under favorable
conditions. Lock-up is only permitted to occur in third
and fourth gears under specified throttle and vehicle
speed conditions.
Lock-up is achieved by applying hydraulic pressure
to the damper and piston assembly which couples the
turbine to the converter cover, locking-up the converter
and eliminating unwanted slippage. Whenever lock-
up occurs, improved fuel consumption is achieved.
Torsional damper springs are provided in the damper
and piston assembly to absorb any engine torque
fluctuations during lock-up.
Clutch Packs
There are four clutch packs. All clutch packs are com-
posed of multiple steel and friction plates.
C1 CLUTCH: When applied, this clutch pack allows
the input shaft to drive the planet carrier. This occurs
in third and fourth gears.
C2 CLUTCH: When applied this clutch pack allows
the input shaft to drive the forward sun gear via the 3-
4 OWC. This occurs in all forward gears.
C3 CLUTCH: When applied this clutch pack allows
the input shaft to drive the reverse sun gear. This only
occurs in reverse gear.
C4 CLUTCH: When applied this clutch provides engine
braking on overrun. This occurs in Manual 1, 2 and 3
and also Drive 2 and Drive 3 to prevent objectionable
free wheel coasting.
KAA5A260
KAA5A270

AUTOMATIC TRANSMISSION 5A-17
SSANGYONG MY2002
Bands
The transmission utilizes two bands, the B1 band
(sometimes known as the 2-4 band), and the B2 band
(sometimes known as the low-reverse band).
The B1 band is a flexible band which is engaged by
the front servo piston. B1 is activated in second and
fourth gear. When activated B1 prevents the reverse
sun gear from rotating by holding the C3 clutch
assembly stationary. In second gear only the outerarea of the apply piston is utilized. In fourth gear both
areas are utilized for greater clamping force.
The B2 band is a solid band which is engaged by the
rear servo piston. B2 is activated in Park, Reverse,
Neutral and Manual 1. When activated B2 prevents
the planet carrier assembly from rotating. In Manual 1
only the inner area of the apply piston is utilized. In
Park, Reverse and Neutral, both areas are utilized for
greater clamping force.
One Way Clutches
The transmission uses two OWCs, the 1-2 OWC and
the 3-4 OWC. (Note that a third OWC is located in the
torque converter, also known as a sprag.)
The 1-2 OWC is located between the planetary carrier
assembly and the center support. This allows the carrier
to rotate around the center support in one direction
only. The one way clutch is engaged only in Drive 1.
This 3-4 OWC is located between the C4 and the C2
clutch assemblies. This allows the C2 clutch to drive
the forward sun gear in first, second and third gears
but unlocks in fourth gear and during overrun.
Planetary Gear Set
The planetary gear set used in the transmission is a
conventional six pinion Ravigneaux compound gear
set.
Parking Mechanism
When Park is selected the manual lever extends the
park rod rearwards to engage the parking pawl. The
pawl will engage the external teeth on the ring gear
thus locking the output shaft to the transmission case.
When Park is not selected a return spring holds the
parking pawl clear of the output shaft, preventing
accidental engagement of Park.
KAA5A300 KAA5A280KAA5A290

5A-18 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
POWER FLOWS
The power flows for the various transmission selections
are listed below;
Power Flow - Neutral and Park
Power Flow - Reverse
Power Flow - Manual 1
Power Flow - Drive 1
Power Flow - Drive 2
Power Flow - Drive 3
Power Flow - Drive 3 Lock Up
Power Flow - Drive 4 (Overdrive)
Power Flow - Drive 4 Lock Up
The following table details the engaged elements
versus the gear selected for all transmission selections.
C1
-
-
-
-
-
X
X
X
X1-2
OWC
-
-
-
X
-
-
-
-
-3-4
OWC
-
-
X
X
X
X
X
X
X B2
X
X
X
-
-
-
-
-
- B1
-
-
-
-
X
-
-
X
X
Gear State
Park and Neutral
Reverse
Manual 1
Drive 1
Drive 2 and Manual 2
Drive 3 and Manual 3
Drive 3 Lock Up and
Manual 3 Lock Up
Drive 4 Overdrive
Drive 4 Lock UpC2
-
-
X
X
X
X
X
X
XC3
-
X
-
-
-
-
-
-
-C4
-
-
X
-
X
X
X
-
-LU
CLUTCH
-
-
-
-
-
-
X
-
X ELEMENTS ENGAGED