1997 SSANGYONG KORANDO ECO mode

SSANGYONG MY2002
5D1-4 TRANSFER CASE
COMPONENTS OF THE TOD
TRANSFER CASE SYSTEM
Shift Motor
It locates backside transfer case, which drives rotary
helical cam. When mode select switch changes to 4L,
shift fork is on position for 2.48 : 1 by rotation of helical
cam.
Rear Speed Sensor
A hall effect speed sensor which produces a square
wave. 0 to 5 volts direct current signal in response to
a rotating 30-tooth wheel coupled to the rear propeller
shaft inside the transfer case. Each rotation of the rear
propeller shaft will result in 30 speed sensor pulse.
Front Speed Sensor
A hall effect speed sensor which produces a square
wave. 0 to 5 volts direct current signal in response to
a rotating 30-tooth wheel coupled to the front propeller
shaft inside the transfer case. Each rotation of the front
propeller shaft will result in 30 speed sensor pulse.
Electro-Magnetic Clutch
An electromagnetic clutch used to control the amount
of torque applied to the front propeller shaft.
Position Encoder
A set of 4 gray code switches which provide feedback
to the TCCU indicating the position of the shift motor.
Clutch Pedal Position Switch
A switch on vehicles equipped with a manual transmis-
sion which indicates that the clutch pedal is depressed
Park/Neutral Position Switch
A switch on vehicles equipped with an automatic trans-
mission which indicates that the transmission is in neu-
tral.
4H/4L Switch
A switch selects the desired gear ratio.
DEFINITION OF TERMINOLOGY
Shift Inhibit Speed
The vehicle speed limit, which transfer case shifts, is
disallowed. Vehicle speed is indicated by propeller
shaft speed measurement.
Duty Cycle
Duty cycle is the time the electromagnetic clutch is on
divided by the period in which it is being modulated.
Touch-off
A minimum amount of duty cycle applied to the electro
magnetic clutch.
Front Overrun
A condition where the front propeller shaft is turning at
a rate which is faster than the rear propeller shaft.
Rear Overrun
A condition where the rear propeller shaft is turning at
a rate which is faster than the front propeller shaft.
High Range
The highest (numerically lowest = 1 : 1) gear ratio be-
tween the input and outputs of the transfer case.
Low Range
The lowest (numerically highest = 2.48 : 1) gear ratio
between the input and outputs of the transfer case.
OPERATION OF THE TOD
TRANSFER CASE SYSTEM
Initial Operation of TOD Control Unit
When ignition switch is turned to ON, 4WD LOW and
4WD CHECK lamp illuminates for 0.6 second to check
bulb in instrument panel, then perform diagnosis of
system. Refer to “Self-Diagnosis Test” in this section.
Electric Shift System Operation
The electric shift system is responsible for changing
the transfer case gear ratio by controlling the electric
shift motor. The TCCU monitors the 4H/4L switch, park/
neutral position switch, speed sensors, position
encoder, and ignition switch.
A range change is initiated when:
The 4H/4L switch is changed from 4H to 4L or from
4L to 4H.
The motor position (as indicated by the position
encoder) does not match the 4H/4L switch
immediately after the ignition is turned on.
Shift Criteria
When a range change is initiated a diagnostic test will
be completed on the motor, speed sensors, and
position encoder. If the diagnostic test fails, the shift
will not be attempted. If all components are operating
properly, the TCCU will attempt a range change after
the following shift criteria are met:
The transmission is in neutral for 2 seconds after
the shift is requested.
Both propeller shaft speeds are below 87 rpm (2580
pulses/minute). If the transmission is taken out of
neutral before 2 seconds has passed, or either
propeller shaft speed increases above the limit, the
shift will be suspended and the 4L indicator will
continue to blink until the criteria are met again or
the 4H/4L switch is returned to the original position.
Range Change
When the shift criteria are met, the motor is rotated in
the appropriate direction (as determined by the selector
switch) until one of the following occurs:

TRANSFER CASE 5D1-5
SSANGYONG MY2002
The motor reaches its destination.
The motor is on for 5 seconds without reaching its
destination. The shift has failed and the TCCU will
respond as default mode.
A fault occurs with either the motor or position
encoder. Refer to the diagnosis requirement.
When the motor is energized, the Ignition, 4H/4L
switch, propeller shaft speeds, and transmission
neutral inputs are ignored.
Indicator Function
Once a range change has been initiated the 4WD LOW
indicator will begin to blink at a rate of 0.3 seconds
on, 0.3 seconds off until the shift is completed or
canceled. If a successful shift has been completed,
the 4WD LOW indicator will be illuminated if the motor
is in low range and it will be turned off if the motor is in
high range.
4WD LOW indicator illuminates as below figure.
KAA5D000
TODTM System Operation
The TODTM System is responsible for distributing torque
between the front and rear axles. The TCCU monitors
the propeller shaft speeds, operating range (high/low),
and ABS activity and then applies a calculated amount
of torque to the front axle by pulse width modulating
(PWM) the current applied to the electromagnetic clutch
(EMC).
Touch-off Torque
The minimum EMC duty cycle is based on the vehicle
speed and throttle position. The TCCU receives the
throttle position (TP) sensor signal from the engine con
trol module (ECM) through CAN bus line.
Wheel Slip Detection and Control
The TCCU continuously monitors the front and rear pro-
peller shaft speeds to detect wheel slip.
When wheel slip is detected the TCCU controls the
EMC duty cycles as necessary until the wheel slip is
reduced below the allowable limit. The EMC duty cycle
will then be reduced to the touch-off value.Brake/ABS Strategy
When the ABS System is active, the EMC duty cycle
is set to a fixed duty cycle (30%) to aid in braking
without counteracting the ABS System.
4L Strategy
When the system is operating in 4WD low range, the
TCCU continues TOD
TM operation provided that the pro
peller shaft speed is below 175 rpm (5220 pulses/min-
ute). When the speed increases above 175 rpm, the
EMC duty cycle is set to the maximum value (88 %)
which applies the maximum available torque to the front
axle.
Position Encoder
The position encoder is used by the TCCU to determine
the position of the shift motor. Each motor position is
identified by a position code as shown.
Motor Position
Left Stop
Left of High
High
Right of High
Zone 1
Neutral
Zone 2
Low
Right Stop Position code 1/2/3/4
1111
1010
0010
0000
1110
1001
0001
0101
0100
Notice:
All other position codes are invalid
Position input : open circuit (> 4.5V) = 1
Position input : Shorted to speed/position return
(< 0.5V) = 0
Position Sensor Interpretation
1. When the module powers up, it will read the position
sensor and the 4H/4L switch input and respond to
the possible codes as following tables.
2. A command to shift will only be acted upon if the
TCCU is reading a valid code at the time the com-
mand to shift is made.
3. After a shift has started, the TCCU will power the
shift motor until the code for the requested position
is read. If an invalid code is read, the TCCU will go
into a default mode.
4. During a shift attempt, the shift motor will be ener-
gized for a maximum of 5 second

SSANGYONG MY2002
5D1-6 TRANSFER CASE
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4H
4HLeft Stop
Left of High
High
Right of High
Zone 1
Neutral
Zone 2
Low
Right Stop
Left Stop
Left of High
High
Right to High
Zone 1
Neutral
Zone 2
Low
Right stopNo action required. 4WD LOW indicator off.
Blink 4WD LOW indicator.
After the shift conditions are input, attempt a shift to 4H mode if follow-
ing conditions are maintained for 2 seconds conditions are maintained
for 2 seconds.
Shift lever position is in neutral.
The speed of front and rear propeller shaft is below 87 rpm.
After successfully shifting into 4L mode, stop blinking 4WD LOW indicator.
Blink 4WD LOW indicator.
After the shift conditions are input, attempt a shift to 4L mode if following
conditions are maintained for 2 conditions are maintained for 2 seconds.
Shift lever position is in neutral.
The speed of front and rear propeller shaft is below 87 rpm.
After successfully shifting into 4L mode, stop blinking 4WD LOW indicator.
No action required. 4WD LOW indicator on.
4H/4L Switch
InputAction Motor Position

SSANGYONG MY2002
7D-8 FATC-HAVC
FUNCTION DESCRIPTION
1. AUTO switch
By pressing the AUTO switch, set temperature,
AUTO, fan speed, air source, air flow mode will
be appeared on the VFD display.
Following items will be controlled automatically
according to set temperature.
- Mode and intake door
- Temperature door
- Blower fan speed
- Compressor ON/OFF control
When AUTO switch is released, other functions
will be controlled automatically except for manually
selected switches.
2. MODE switch
By pressing the MODE switch while the AUTO
switch is turned ON, AUTO indicator light will go
off and air flow mode will be controlled manually
in the order of VENT → B/L → FLR → MIX → VENT.
3. OFF switch
Press this switch and the airconditioner system
will be turned OFF.
4. Temperature UP/DOWN switch
This switch is a switch increasing or decreasing
set temperature and position of the temperature
door will be automatically controlled according to
set temperature and outlet temperature will be
controlled by adjusting blending ratio of cold and
hot air.
By operating the switch, set temperature will be
increased/decreased by 0.5°C.
Set temperature range is 17 - 32°C.
Max. cold function will be performed at set
temperature of 17°C and max. hot function will be
performed at set temperature of 32°C.
When pressed more than 1 second, it will be
automatically UP/DOWN by interval of 0.28 sec.
after 1 second.
When it changed 17.5°C → 17°C, 31.5°C → 32°C
and DOWN switch is pressed after 17°C or UP
switch is pressed after 32°C, there will be
operating sounds 3 times during 0.1 sec.
5. DEFROST switch
By pressing this switch, DEF will turn on and mode
door will be fixed at DEF.
Recirculation/fresh air switch will be fixed as
FRESH.
When airconditioner is turned ON and ambient
temperature is less than 1.5°C, the airconditioner
will be turned off.
Selection of airconditioner OFF is possible by
manual.
6. A/C switch
The airconditioner system will be turned ON or OFF
by pressing this switch.
7. Recirculationfresh air switch
Air intake will be automatically switched to
recirculation or fresh air (REC → FRE) by pressing
this switch.
8. Blower switch (UP/DOWN)
Blower speed can be controlled by manual and if
fan UP/DOWN switch is pressed when AUTO mode
is selected, fan speed will UP/DOWN based on
current fan level.
When 6 segments are turned on, it is max. HI
operation.
When pressed more than 1 second, it will be
automatically UP/DOWN by interval of 0.28 sec.
after 1 second.
When segment is changed stage 2 → stage 1
(LO), stage 5 → stage 6 (HI) and HI switch is
pressed in HI status or DOWN switch is pressed
in LO status, there will be operating sounds 3
times during 0.1 sec.
When switch is operated in OFF status, it will be
operated as stage 1 (1 segment display).

SUPPLEMENTAL RESTRAINTS SYSTEM 8B-3
SSANGYONG MY2002
SUPPLEMENTAL RESTRAINT
SYSTEM (SRS)
The supplemental restraint system (SRS) is safety de-
vice used in conjunction with the seat belts.
The air bag does not replace the function of the
seatbelt. The driver and the passengers must always
fasten their seat belts adjust them for a proper fit.
The SRS is designed to protect the driver and the front
seat passenger in the event of a significant frontal im-
pact to the vehicle. The airbags deploy if the force is
applied from a direction within about 30 degrees of
the vehicle’s centerline.
The SRS system consists of the following components:
Driver side airbag module.
Passenger airbag module.
Driver’s and passengers front seat belt pretension-
ers.
Sensing and diagnostic module (SDM).
Clock spring.
Wire harness and connectors.
Airbag warning lamp on the instrument cluster.
There are there are for separate four separate deploy-
ment loops in the SRS system. The term “loop” is
used because current leaves the SDM and returns to
the SDM during deployment or testing. First loop is
the circuit from SDM to the driver airbag and back to
the SDM. Second loop is the circuit from the SDM to
the passenger airbag and back to the SDM. The third
and forth loops are for right and left pretensioners.
DESCRIPTION AND OPERATION
KAA8B010
deployment, the system will enter overall or partial
shutdown status and the airbag will not inflate. The
Diagnostic System Check reveals diagnostic trouble
codes (DTCs) through the use of scan tool. It also
checks for proper airbag warning lamp operation.
Battery Voltage Check
The SDM checks the battery voltage continuously and
if the voltage is out of normal operating range (9-16
volts), all system diagnosis stops and turns on the
warning warning lamp.
Deployment Line Check
The SDM checks not only low or high resistance in the
deployment loop but also short to battery or ground
condition to indicates defects in deployment loop. It
indicates the defects by blinking the airbag warning
warning lamp.
Safety Function Check
The SDM checks the operation of arming sensor. If
the arming sensor is shorted more than 2 seconds,
the SDM will enter overall shutdown mode.
AIRBAG MODULES
Driver Airbag Module
Caution: Tampering with driver side airbag module
creates the risk of an injury from unexpected de-
ployment. Therefore, the passenger airbag module
should never be disassembled.
The passenger airbag module is under the center pad
of the steering wheel. The driver airbag module contains
an igniter charge and a gas generator to inflate the
folded airbag.
The airbag contains a shorting bar, which short-circuit
the driver high circuit to driver low circuit when the
connector is disconnected. The shorting bar prevents
current from traveling through the driver airbag module
during servicing. The shorting bar is disengaged when
the connector is connected.
System Control
The sensing and diagnostic module (SDM) continuously
monitors and controls the supplemental restraint
system (SRS) function during ignition ON or driving.
When SDM detects any problem it turns on or blink
the airbag warning lamp and keeps the diagnostic
trouble codes (DTCs). If there is a danger of improper
KAA8B020

SUPPLEMENTAL RESTRAINTS SYSTEM 8B-5
SSANGYONG MY2002
KAA8B060
AIRBAG WARNING LAMP
The instrument cluster contains an airbag warning indi-
cator bulb to verify the operation of the airbag indicator
and sensing and diagnostic module (SDM). The SDM
performs a start-up test when the ignition is turned ON
and turns the airbag indicator on for 4.5 seconds by
supplying an internal ground to the indicator lamp
circuit. After 4.5 seconds, the airbag indicator will turn
off if no more malfunctions have been detected.
If the SDM has detected malfunctions, which could
potentially affect the operation of the supplemental
restraint system (SRS) it turns on or blinks the airbag
warning indicator. The airbag indicator stays on for
the malfunction of internal system and blinks for
external circuit problem such as short to battery or
ground. The airbag indicator blinks four different modes
according to the fault.
Some malfunctions could result in non-deployment
when necessary or deployment under conditions which
would no normally result in deployment.
When the SDM is not properly attached to its connector
the airbag circuit is shorted to ground because there
is a shorting bar within the SDM electronic connector.
The shorting bar is disengaged when proper connection
is made, but if a poor connection exists the SDM
connector supplies a ground to the airbag indicator in
dependently of the SDM, and the airbag indicator turns
on.
CLOCK SPRING
Caution: Disassembling the clock spring can cause
injury or cause the clock spring to malfunction.
Caution: Over-rotating the clock spring without the
steering wheel in position could damage the clock
spring and result in an inoperative driver airbag.There is a coil assembly in the steering which is referred
to as a clock spring because of its internal resemblance
to the type of spring used in a mechanical clock. The
clock spring should never be disassembled, and there
is no timekeeping function. The clock spring contains
current- carrying coils. One of the current-carrying coils
maintains continuous contact within the driver deploy-
ment loop while the steering wheel is rotated. The clock
spring also contains coils that maintain continuous con-
tact for horn and remote audio control switch.
Turning the steering wheel in one direction tightens
the coil, and turning the steering wheel in the opposite
direction loosens the coil. Do not turn the clock spring
when the steering wheel is not attached.
A yellow two-way connector on the lower steering col-
umn is attached to the clock spring wiring.
WIRING HARNESS CONNECTORS
If the sensing and diagnostic module (SDM) electrical
connector is not attached properly, a built in shorting
bar will connect the wire from airbag warning lamp with
the SDM ground wire. This turns on the airbag indicator.
To prevent deployment during servicing, additional
shorting bars are located in following locations:
The clock spring electrical connector at the lower
steering column.
The passenger airbag module.
The driver airbag module.
The seat belt pretensioners.
The SDM connector.
The shorting bar is only a backup safety device. Always
disable the supplemental restraints system (SRS) be-
fore beginning any service procedure.
KAA8B070

SUPPLEMENTAL RESTRAINTS SYSTEM 8B-7
SSANGYONG MY2002
Driver Deployment Loop Shorted to Voltage
Passenger Deployment Loop Shorted to Voltage
Driver Seat Belt Pretensioner Shorted to Voltage
Passenger Seat Belt Pretensioner Shorted to Voltage
Driver Deployment Loop Shorted to Ground
Passenger Deployment Loop Shorted to Ground
Driver Seat Belt Pretensioner Shorted to Ground
Passenger Seat Belt Pretensioner Shorted to Ground
Driver Energy Shutdown Switch Error
Passenger Energy Shutdown Switch Error
Driver Seat Belt Pretensioner Energy Shutdown Switch Error
Passenger Seat Belt Pretensioner Energy Shutdown
Switch Error
Driver Ignition Switch Fault Internal
Passenger Ignition Switch Fault Internal
Driver Seat Belt Pretensioner Ignition Switch Fault
Passenger Seat Belt Pretensioner Ignition Switch Fault 01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
DIAGNOSTIC INFORMATION AND PROCEDURES
DIAGNOSTIC TROUBLE CODES
(DTC)
When the sensing and diagnosticmodule (SDM)
detects any problem it illuminates or blinks the airbag
warning indicator and keeps the diagnostic trouble
codes (DTCs). The supplemental restraint system
(SRS) Diagnostic System Check must always be the
starting point for any SRS diagnosis. The SRS
Diagnostic System Check reveals DTCs through the
use of scan tool. It also checks for proper airbag
warning lamp operation.
The two types of DTCs that may be recorded are as
follows:
1. Current DTCs represent malfunction currently being
detected. Current DTCs are stored in random
access memory (RAM).
2. Historic DTCs represent malfunctions detected since
the last time the historic memory was cleared.
Historic DTCs are stored in the electrically erasable
programmable read-only memory (EEPROM).
The DTC is differentiates internal and external faults
upon the cause of the defects. Internal faults can not
be cured, replace the SDM. Refer to “Diagnostic
Trouble Code Table” in this section.
SCAN TOOL DIAGNOSTICS
A scan tool can read serial data from terminal 9 of the
data link connector (DLC). The scan tool is used to
read diagnostic trouble codes (DTCs), and to clear
some DTCs after a repair is completed. By design,
certain codes cannot be cleared.
To use the scan tool, turn the ignition OFF, connect
the scan tool to the DLC, and turn the ignition switch
to ON. Follow the instructions in the scan tool manual.
The SDM sends serial data from terminal 20 of the
SDM to terminal 9 of the DLC.
USE OF SPECIAL TOOLS
Use a scan tool to read and clear diagnostic trouble
codes (DTCs). A connector adapter kit provides
jumper wires and terminal adapters to make it easier
to test small terminals. In diagnostic testing, use load
tool or dummy resistance to substitute for airbag
modules.
DIAGNOSTIC TROUBLE CODE TABLE
DTC DescriptionAirbag Warn-
ing Indicator
Blink Mode Error HandingType of the
Faults
Internal
Internal
Internal
Internal
Internal
Internal
Internal
Internal3
3
4
4
3
3
4
4
Partial
Shutdown

SSANGYONG MY2002
8B-18 SUPPLEMENTAL RESTRAINTS SYSTEM
Circuit Description
When the ignition switch is turned to ON, the sensing
and diagnostic module (SDM) will perform tests to diag-
nose critical malfunctions within SDM itself. Upon pass-
ing these tests ignition and deployment loop voltages
are measured to ensure that they are within their re-
spective normal voltage ranges. The SDM monitors the
voltages at the driver low (terminal 14), passenger low
(terminal 11), driver seat belt pretensioner low (terminal
7) and passenger seat belt pretensioner low (terminal
4) to detect short to voltage in the deployment loops.
DTC 01 Will Set When
DTC 01 will set when the driver low is above 5 volts for
250 milliseconds while the other deployment loop low
is below 5 volts and ignition voltage is within the normal
operating voltage range.
DIAGNOSTIC TROUBLE CODE (DTC) 01
DRIVER DEPLOYMENT LOOP SHORTED TO VOLTAGE
This test is run during start-up test and every 250
milliseconds during continuous monitoring.
Action Taken
The SDM will turn on the airbag indicator (blink mode
3) and set DTC 01. The SDM will shutdown deployment
loop of driver airbag module.
DTC 01 Will Clear When
The scan tool CLEAR CODES command is received.
Diagnostic Aids
Carefully inspect the wires in driver airbag deployment
loop for cutting or chafing.
KAA8B100
DTC 01 - Driver Deployment Loop Shorted to Voltage
Caution: The sensing and diagnosis module (SDM)
can maintain sufficient voltage to deploy the air-
bags and pretensioners for 0.15 seconds after the
ignition is OFF and the fuse has been removed. If
the airbags or pretensioners are not disconnected,
do not begin service until one minute has passed
after disconnecting power to the SDM. Otherwise,
injury could result.Caution: During service procedure, be very careful
when handling the SDM. Never strike or jar the SDM.
Never power the supplemental restraints system
(SRS) when the SDM is not rigidly attached to the
vehicle. Also SDM mounting nuts must be carefully
tightened to ensure proper operation of the SRS.
The SDM could be activated if it is powered when it
is not rigidly attached to the vehicle, resulting in
unexpected deployment and possible injury.
Perform the SRS Diagnostic System Check.
Is the SRS Diagnostic System Check complete?
StepAction Value(s) Yes No
1-
Go to Step 2 -