1998 SSANGYONG MUSSO wiring

FRONT SUSPENSION 2C-11
Removal & Installation Procedure
1. Disconnect actuator connector and unscrew bolt and remove
actuator assembly.
Notice
When installing the actuator to the mounting bracket, the
wiring should face the front of the frame.
2. Unscrew the upper nut (6).
Notice
When screwing the nut, actuator contacting surface of the
mounting bracket and rod end should be 0.5 - 1.5mm.
3. Remove the mounting bracket (5).
Notice
When installing the bracket, it should be vertical to the frame
side member.
4. Remove the bush and check for damage and replace if
necessary.
5. Unscrew shock absorber lower bolt and nut and remove
the shock absorber.
Notice
Shock absorber is filled with gas, never attempt to cut or
heat.
6. Installation should follow the removal procedure in the
reverse order.

2C-12 FRONT SUSPENSION
1 Axle Vertical Acceleration Sensor (wheel G
sensor)
Removal & Installation Procedure
1. Disconnect extension wiring connector (2) from the axle
vertical acceleration sensor.
Notice
Installation of wiring connector should be as shown in the
right drawing.
2. Unscrew bolts (3) and remove the axle vertical acceleration
sensor (1).
Notice
When installing the sensor to the bracket, the sensor wiring
should be upward.
3. Installation should follow the removal procedure in the
reverse order.
1 Actuator Connector
2 Axle Vertical Acceleration Sensor Connector
3 Front Hose Mounting Bracket
4 Frame Side Member
AXLE VERTICAL ACCELERATION SENSOR (WHEEL G SENSOR)
2 Extension Wiring
3 Bolt (M6)............................................. 20 - 30Nm

2D-10 REAR SUSPENSION
Removal & Installation Procedure
1. Disconnect actuator connector and unscrew bolt and remove
actuator assembly.
Notice
lWhen installing the actuator to the mounting bracket,
the wiring should face outward of the frame.
lActuator wiring should be fixed 40 - 50mm away from
the wiring ends when fixing it with the frame open clip.
2. Unscrew the upper nut (6).
Notice
When screwing the nut, actuator contacting surface of the
mounting bracket and rod end should be 0.5 - 1.5mm.
3. Remove the mounting bracket (5).
Notice
When installing the bracket, it should be parallel to the frame
side member.
4. Remove the bush and check for damage and replace if
necessary.
5. Unscrew shock absorber lower bolt and nut and remove
the shock absorber.
Notice
Shock absorber is filled with gas, never attempt to cut or
heat.
6. Installation should follow the removal procedure in the
reverse order.

4F-20 ANTILOCK BRAKE SYSTEM
Removal & Installation Procedure
ABS Hydraulic Unit
1. Release the ABS wiring connector locking lever in arrow
direction and remove the connector.
Notice
lDo not force the connector when releasing in arrow
direction.
lFor installation of the connetor, align and firmly seat
the connector of the hydraulic unit and wiring connector
while keeping the locking lever upward and then push it
down.
2. Remove the hydraulic lines of the hydraulic unit.
During removal, be careful not to drip brake fuid on the
body.
Installation Notice
3. Unscrew hydraulic unit mounting nuts (2EA) and remove
the unit from the bracket.
Installation Notice
Tightening Torque 9 - 12 Nm
Removal of the ABS / ABD Unit
Location : Under the front passenger's seat.
1. Remove the wiring connector of the ABS/ABD(or
ABS:attached type) ECU.
2. Remove the ground wire.
3. Unscrew the mounting bolts and remove the ECU.
4. Installation should follow the removal precedure in reverse
order.
Tightening Torque12 - 16 Nm
Notice
When carrying a new unit, never recline it over 30°.

5A-24 AUTOMATIC TRANSMISSION
Transmission Control Unit(TCU)
The TCU is an in-vehicle micro-processor based transmission management system. It is usually mounted in the
vehicle cabin, under the instrument panel, under the seat, behind the side kick panels or under the floor in the
footwell on the passenger side. Different control units are supplied for different vehicle applications.
The TCU contains:
lProcessing logic circuits which include a central microcontroller and a back-up memory system.
lInput circuits.
lOutput circuits which control external devices such as the variable pressure solenoid (VPS), on/off solenoid
drivers, a diagnostics output and the driving mode indicator light.
The various items which make up the TCU are discussed below.
Processing Logic
Shift schedule and calibration information is stored in an erasable programmable read only memory (EEPROM).
Throttle input calibration constants and the diagnostics information are stored in electrically erasable programmable
read only memory (EEPROM) that retains the memory even when power to the TCU is disconnected.
In operation the software continuously monitors the input values and uses these, via the shift schedule, to determine
the required gear state, At the same time it monitors, via the solenoid outputs, the current gear state. Whenever the
input conditions change such that the required gear state is different to the current gear state, the TCU initiates a
gear shift to bring the two states back into line.
Once the TCU has determined the type of gear shift required the software accesses the shift logic, estimates the
engine torque output, adjusts the variable pressure solenoid ramp pressure then executes the shift.
The TCU continuously monitors every input and output circuit for short or open circuits and operating range. When
a failure or abnormal operation is detected the TCU records the condition code in the diagnostics memory and
implements a limp mode, The actual limp mode used depends upon the failure detected with the object to maintain
maximum driveability without damaging the transmission. In general input failures are handled by providing a default
value. Output failures, which are capable of damaging the transmission, result in full limp mode giving only third or
fourth gear and reverse. For further details of limp modes and memory retention refer to the Diagnostic Section.
The TCU is designed to operate at ambient temperatures between -40 and 85°C . It is also protected against
electrical noise and voltage spikes, however all the usual precautions should be observed, for example when arc
welding or jump starting.
TCU Inputs
To function correctly, the TCU requires engine speed, road speed, transmission sump temperature, throttle position
and gear position inputs to determine the variable pressure solenoid current ramp and on/off solenoid states. This
ensures the correct gear selection and shift feel for all driving conditions.
The inputs required by the TCU are as follows:
lEngine Speed
The engine speed signal is derived from the tachometer signal line, a dedicated sensor or a Controlled Area
Network (CAN).
lRoad Speed
4WD (Diesel) - The shaft speed signal is derived from the speedo sensor located on the transfer case. This signal
is transmitted directly to the TCU.
4WD (Gasoline) - The speedo sensor sends the shaft speed signal to the engine control module (ECM). The
information is then transferred to the TCU via the CAN.
lTransmission Sump Temperature
The transmission sump temperature sensor is a thermistor located in the solenoid wiring loom within the transmission.
This sensor is a typical NTC resistor with low temperatures producing a high resistance and high temperatures

AUTOMATIC TRANSMISSION 5A-25
producing a low resistance.
Temperature/Resistance characteristics and location within the solenoid wiring loom are given in tables 3-1 and 3-
2, and figures 3.2 and 3.3.
If the transmission sump temperature exceeds 135°C, the TCU will impose converter lock-up at lower vehicle
speeds and in some vehicles flashes the mode indicator lamp. This results in maximum oil flow through the
external oil cooler and eliminates slippage in the torque converter. Both these actions combine to reduce the oil
temperature in the transmission.
Connects To
Solenoid 1
Solenoid 2
Solenoid 3
Solenoid 4
Solenoid 5
Solenoid 6
Solenoid 7
Solenoid 5
Temp Sensor
Temp SensorWire Color
Red
Blue
Yellow
Orange
Green
Violet
Brown
Green
White
WhitePin No.
1
2
3
4
5
6
7
8
9
10
Table 3.2 - Pin No. Codes for Temperature Sensor Location In Solenoid Loom
Figure 3.3 - Temperature Sensor Location in Solenoid Loom

AUTOMATIC TRANSMISSION 5A-27
Shift Lever Position
Manual 1
Manual 2
Manual 3
Drive
Netural
Reverse
ParkResistance (OHMS)
1k - 1.4k
1.8k - 2.2k
3k - 3.4k
4.5k - 4.9k
6.8k - 7.2k
10.8k - 11.2k
18.6k - 19k
Table 3.3 - Readings for Resistance/Shift Lever Positions
Diagnostics Inputs
The diagnostics control input or K-line is used to initiate the outputting of diagnostics data from the TCU to a diagnostic
test instrument. This input may also be used to clear the stored fault history data from the TCU’s
retentive memory. Connection to the diagnostics input of the TCU is via a connector included in the vehicle’s wiring
harness or computer interface. Refer to the vehicle manufacturer’s manual for the location of the self test
connectors.
Battery Voltage Monitoring Input
The battery voltage monitoring input connects to the positive side of the battery. The signal is taken from the
main supply to the TCU.
If operating conditions are such that the battery voltage at the TCU falls below 11.3V the transmission will adopt a ‘low
voltage’ mode of operating in which shifts into first gear are inhibited. All other shifts are allowed but may not occur
because of the reduced voltage. This condition normally occurs only when the battery is in poor condition.
When system voltage recovers, the TCU will resume normal operation after a 3 second delay period.
TCU Outputs
The outputs from the TCU are supplied to the components described below:
Solenoids
The TCU controls seven solenoids. Solenoids 1 to 6 (S1 to S6) are mounted in the valve body, while Solenoid 7 (S7)
is mounted in the pump cover. The normal state (OPEN/CLOSED) and the functions associated with the solenoids
are detailed in table 3.4. Table 3.5 details the S1 and S2 logic for static gear states. The logic during gear changes for
S1 to S4 and S7 is detailed in table 3.6.

5A-30 AUTOMATIC TRANSMISSION
Solenoid Valve Symbols (On/off Solenoids)
The solenoid symbol shown adjacent to each solenoid on the
hydraulic system schematics indicates the state of the oil flow
through the solenoid valve with the power On or 0ff. Refer to
figure 3.6 for the On/off operational details of NO solenoid
valves.
Normally Open (NO) Solenoid
POWER ON
Line 500 port is closed. The output port is open to exhaust at
the solenoid valve.
POWER OFF
The exhaust port is closed. The output port is open to line 500,Figure 3.6- Normally Open (NO) Symbols
Variable Pressure Solenoid Multiplexing System
Friction element shifting pressures are controlled by the variable pressure solenoid (VPS).
Line pressure is completely independent of shift pressure and is a function of throttle position, gear state and engine
speed.
S5 is a proportional or variable pressure solenoid that provides the signal pressure to the clutch and band regulator
valves thereby controlling shift pressures.
VPS pressure is multiplexed to the clutch regulator valve, the band regulator valve and the converter clutch regulator
valve during automatic gearshifts.
A variable pressure solenoid produces a hydraulic pressure inversely proportional to the current applied. During a
gearshift the TCU applies a progressively increasing or decreasing (ramped) current to the solenoid. Current applied
will vary between a minimum of 200 mA and a maximum of 1000 mA, Increasing current decreases output (55)
pressure. Decreasing current increases output (55) pressure.
Line 500 pressure, (approximately 440 to 560 kPa), is the reference pressure for the VPS, and the VPS output
pressure is always below line 500 pressure.
When the VPS is at standby, that is no gearshift is taking place, the VPS current is set to 200 mA giving maximum
output pressure.
Under steady state conditions the band and clutch regulator valve solenoids are switched off. This applies full Line
500 pressure to the plunger and because Line 500 pressure is always greater than S5 pressure it squeezes the S5
oil out between the regulator valve and the plunger. The friction elements are then fed oil pressure equal to Line 500
multiplied by the amplification ratio.
When a shift is initiated the required On/off solenoid is switched on cutting the supply of Line 500 to the plunger.
At the same time the VPS pressure is reduced to the ramp start value and assumes control of the regulator valve by
pushing the plunger away from the valve. The VPS then carries out the required pressure ramp and the timed shift is
completed by switching Off the On/off solenoid and returning the VPS to the standby pressure.
This system enables either the band or clutch or both to be electrically controlled for each gearshift.
Mode Indicator Light
Depending on the application, the mode indicator light may be used to indicate the mode that has been selected or
if an overheat condition exists. The mode indicator light is usually located on the instrument cluster.
Communication Systems
CAN
The controller area network (CAN) connects various control modules by using a twisted pair of wires, to share
common information. This results in a reduction of sensors and wiring. Typical applications include using the engine
controller to obtain the actual engine speed and throttle position, and adding these to the network. The ABS controller
(if fitted) can be used to obtain the road speed signal. This information is then available to the TCU without any
additional sensors.