1998 SSANGYONG MUSSO wheel

ANTILOCK BRAKE SYSTEM 4F-23
Pressure Maintained
1 Master Cylinder
2 Hydraulic Unit
3 Damping Chamber
4 Return Pump
5 Return Pump Motor6 Accumulator Chamber
7 Inlet Valve for Each Wheel
8 Outlet Valve for Each Wheel
9 Front Wheel
10 Rear Wheel

4F-24 ANTILOCK BRAKE SYSTEM
ABS/ABD 5.3
Pressure Increased
1 Master Cylinder
2 Hydraulic Unit
3 Damping Chamber
4 Return Pump
5 Return Pump Motor
6 Accumulator Chamber7 Inlet Valve for Each Wheel
8 Outlet Valve for Each Wheel
9 Wheel
10 Prime Valve (ASV)
11 Pilot Valve (USV)
12 Check Valve
13 ISD (Integrated Suction Damper)

ANTILOCK BRAKE SYSTEM 4F-25
Pressure Decreased
1 Master Cylinder
2 Hydraulic Unit
3 Damping Chamber
4 Return Pump
5 Return Pump Motor
6 Accumulator Chamber7 Inlet Valve for Each Wheel
8 Outlet Valve for Each Wheel
9 Wheel
10 Prime Valve (ASV)
11 Pilot Valve (USV)
12 Check Valve
13 ISD (Integrated Suction Damper)

4F-26 ANTILOCK BRAKE SYSTEM
Pressure Maintained (Hold)
1 Master Cylinder
2 Hydraulic Unit
3 Damping Chamber
4 Return Pump
5 Return Pump Motor
6 Accumulator Chamber7 Inlet Valve for Each Wheel
8 Outlet Valve for Each Wheel
9 Wheel
10 Prime Valve (ASV)
11 Pilot Valve (USV)
12 Check Valve
13 ISD (Integrated Suction Damper)

SECTION 4G
PARKING BRAKE
Specifications . . . . . . . . . . . . . . . . . . . . . . . . 4G-1
General Specifications . . . . . . . . . . . . . . . . . . 4G-1
Fastener Tightening Specifications . . . . . . . . . 4G-1
Component Locator . . . . . . . . . . . . . . . . . . . 4G-2
TABLE OF CONTENTS
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . 4G-2
Maintenance and Repair . . . . . . . . . . . . . . . 4G-3
On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . 4G-3
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . 4G-3
Caution: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this
cable will help prevent personal injury and damage to the vehicle. The ignition must also be in LOCK
unless otherwise noted.
SPECIFICATIONS
GENERAL SPECIFICATIONS
Application
Parking Brake Lever Bolt
Cable Mounting Bracket BoltN
· ·· ·
·m
8 - 18
8 - 18
FASTENER TIGHTENING SPECIFICATIONS
Application
Type
Operating TypeDescription
Mechanically Operated Rear Wheel Expansion
Manual

5A-42 AUTOMATIC TRANSMISSION
POWER TRAIN SYSTEM
The Power Train System consists of:
lA torque converter with single face lock-up clutch
lFour multi-plate clutch assemblies
lTwo brake bands
lTwo one-way clutches
lPlanetary gearset
lParking mechanism
A conventional six pinion Ravigneaux compound planetary gearset 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 sub-assemblies are:
lGearset-sprag-centre support
lC1 -C2-C3-C4 clutch sub-assembly
lPump assembly
lValve 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. Refer to table 4.1 and figure 4.1.
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 releasing the 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
XC4
X
XB1
X
X
XB2
X
X1-2
OWC
X3-4
OWC
X
X
XLU
CLUTCH
X*
X ELEMENTS ENGAGED
* For Certain Vehicle Applications, Refer to the Owner's Manual. Table 4.1 - Engaged Elements vs Gear Ratios

5A-44 AUTOMATIC TRANSMISSION
CLUTCH PACKS
There are four clutch packs (refer to figure 4.3). All clutch packs are composed of multiple steel and friction plates.
C1 CLUTCHWhen applied, this clutch pack allows the input shaft to drive the planet carrier.
This occurs in third and fourth gears.
C2 CLUTCHWhen 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 CLUTCHWhen applied this clutch pack allows the input shaft to drive the reverse sun gear. This only occurs in
reverse gear.
C4 CLUTCHWhen 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.
Figure 4.3 - Clutch Packs

5A-60 AUTOMATIC TRANSMISSION
DIAGNOSIS
DIAGNOSTIC SYSTEM
Recommended Test Equipment and Procedure
The test equipment is designed to be used with the control modules in all vehicles. The components used in the
transmission application are:
lMulti Function Tester, and
lAppropriate vehicle for testing.
Multi Function Tester (MFT)
The MFT is programmed with the special vehicle diagnostic software that allows selection of the unit under test.
The program allows the proper communication to the Transmission Control Unit (TCU).
It then requests information from the user via a menu system to select the required set up.
Examples are viewing codes, clearing error codes, and real-time operation. Set up and operation instructions are
detailed in the user manual.
This equipment can be used by trained personnel such as technicians and mechanics to diagnose electronic and
wiring problems relating to the vehicle transmission. Information that is available includes engine and road (shaft)
speed, transmission oil temperature, throttle position, solenoid/gear status and gear lever position. Current and
stored faults detected by the electronics are also available.
TCU Pin Description
The TCU pin descriptions are listed in table 6.1.1.
The wiring loom pins are shown in figure 6.1.1
Pin
No.
1
2
3
4
5
6
7
8Identification
Common Ground
Do not use
Mode Indicator Lamp -
‘Winter’
Gear Position ‘Park’
Lamp
Gear Position ‘Reverse’
Lamp
Gear Position ‘Neutral’
Lamp
Do not use
Engine Speed Input
Sensor (-Ve)Type
GND
-
OP
OP
OP
OP
-
IPDescription
Main power ground (or the module. Connects
directly to the battery negative terminal.
Indicates ‘WINTER’ mode shift schedule is se-
lected.
Drives the jewel in the instrument cluster to in-
dicate ‘PARK’ gear lever position.
Drives the jewel in the instrument cluster to in-
dicate ‘REVERSE’ gear lever position.
Drives the jewel in the instrument cluster to in-
dicate ‘NEUTRAL’ gear lever position.
Flywheel/Ring gear pulses to indicate engine
speed. 4WD
(Diesel)
O
O
l
l l l
l
4WD
(Gas)
O
O
O
l
l l l
l
l
Table 6.1.1 - TCU Pin Description