1998 SSANGYONG MUSSO air condition

M161 ENGINE CONTROLS 1F2-41
Pin No.Abbreviation Description
Pedal potentiometer 1 ground
Pedal potentiometer 1 supply
Fuel pump relay
Tank purge valve
Engine fan
-
CAN-Low
CAN-High
-
-
-
-
-
Air conditioning
Electronic traction signal(ABD option only)
-
Pedal potentiometer 1 signal
Pedal potentiometer 2 signal
Brake light switch(Cruisel option only)
Pedal potentiometer 2 ground
Pedal potentiometer 2 supply
Cruise accelerate/Set(Cruisel option only)
Cruise resume(Cruisel option only)
Cruise decelerate/Set(Cruisel option only)
Cruise safety contact switch(Cruisel option only)
-
Cruise off switch(Cruisel option only)
Diagnostics(K-Line)
Vehicle speed signal
Engine speed signal31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60GND
SP1+5V
KP
TEV
ML
-
CAN L
CAN H
-
-
-
-
-
KLIMA
ETS
-
SP1S
SP2S
BLS
GND
SP2+2.5V
S+B
WA
S-B
KSK
-
AUS
DIAG
V-SIG
TN-SIGl
l
l
l
l
-
l
l
-
-
-
-
-
l
¡
-
l
l
¡
l
l
¡
¡
¡
¡
-
¡
l
l
ll
l
l
l
l
-
l
l
-
-
-
-
-
l
¡
-
l
l
¡
l
l
¡
¡
¡
¡
-
¡
l
l
l
E23 ENG,
4speed A/T E23 ENG,
5speed A/T

1F2-62 M161 ENGINE CONTROLS
PURGE SWITCHOVER VALVE
1 Purge Control valve
2 Line to engine
3 Line to canister
4 Canister
Functions
The fuel vaporization control system is installed to inhibit the
fuel vaporized gas from discharging into the atmosphere. The
fuel vaporized gas that is accumulated in the canister abstracts
through the purge switchover valve purification during the
engine combustion (except the decreasing mode) and coolant
temperature of over 80°C. For this reason, the ECU transacts
the engine speed, air inflow quantity, coolant temperature, and
intake temperature.
The purge switchover valve is activated by the ECU frequency
according with the engine rotating speed to adjust the
purification rate. The purification rate is determined by the
continuous valve opening interval.
The purge switchover valve is activated by the ECU for the
following conditions :
lCoolant temperature of over 80°C
lEngine speed of over 1000rpm
l2 Minutes after starting
lWhen the fuel cut-off mode is not activated

SUSPENSION DIAGNOSIS 2A-3
DIAGNOSIS
GENERAL DIAGNOSIS
Checks
Loosened Mountings
Damaged or Worn wheel Bearing
Damaged Shock Absorber
Damaged TireAction
Retightening
Replace
Replace
Replace
Abnormal Noises
Checks
Broken Stabilizer Bar
Faulty Shock AbsorberAction
Replace
Replace
Vehicle Rolling
Checks
Over Inflated Tire
Faulty Shock Absorber
Loosened wheel Nut
Bent or Broken Coil Spring
Damaged Tire
Worn BushingAction
Pressure Adjustment
Replace
Tighten as Specified
Replace
Replace
Replace
Poor Riding
Problems in the steering, the suspension, the tires, and
the wheels involve several systems. Consider all systems
when you diagnose a complaint. Some problems, such
as abnormal or excessive tire wear and scuffed tires,
may by the result of hard driving. Always road test thevehicle first. If possible, do this road test with the
customer.
Proceed with the following preliminary checks. Correct
any substandard conditions.
Checks
Incorrect Wheel Alignment
Excessive Resistance of Lower Arm Ball Joint
Insufficient Tire Pressure
Faulty Power Steering
Action
Repair
Replace
Adjust
Repair or Replace
Hard Steering
Checks
Deformed Arm Assembly
Worn Bushing
Bent or Broken Coil Spring
Difference Between L/H & R/H HeightsAction
Replace
Replace
Replace
Adjust
Vehicle Pulls to Right or Left

4F-14 ANTILOCK BRAKE SYSTEM
Description
- When measured by multi - meter (AC) :
output voltage > 70 mV
- When measured in oscilloscope :
output voltage ³ 120 mV/P-P
lReplace the sensor.
lCheck wire for ground and open.
lCheck connection of the wheel speed sensor con-
nector and ECU side connector.
(Standard air gap : 0.15 - 1.20 mm)
lCheck output voltage of the sensor by rotating the
wheel 1/2 - 1 revolution per second and shaking sen-
sor wire.
- When measured by multi - meter (AC) :
output voltage > 70 mV
- When measured in oscilloscope :
output voltage ³ 120 mV/P-P
lReplace the sensor.
lCheck wire for ground and open.
lCheck connection of the wheel speed sensor con-
nector and ECU side connector.
lMeasure air gap between wheel teeth and wheel
speed sensor and check installation of wheel tooth.
(Standard air gap : 0.15 - 1.20 mm)
lCheck output voltage of the sensor by rotating the
wheel 1/2 - 1 revolution per second and shaking sen-
sor wire.
- When measured by multi - meter (AC) :
output voltage > 70 mV
- When measured in oscilloscope :
output voltage ³ 120 mV/P-P
lReplace the sensor.
lCheck number of teeth on the wheel rotor and its
condition.
- Number of teeth : 52
lCheck valve relay voltage.
lCheck connection of connector and terminals in the
ECU and hydraulic modulator.
lCheck ground.
lCheck terminals for open or short.
(When connector is removed)
lReplace the hydraulic modulator. Defect Code
09
10
11
12Application
Rear/left Wheel Speed
Sensor (Signal)
Rear/right Wheel Speed
Sensor (Signal)
Wheel Rotor
Valve Relay

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.

AUTOMATIC TRANSMISSION 5A-61
Pin
No.
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30Identification
Mode Indicator Lamp -
‘Power’
Throttle Position Sensor
Output as Pulse Width
Modulation for TOD
Air Conditioner Input Signal
Kickdown Switch
Mode Switch
Transfer Case Input
(High) -4WD Lamp High
Ignition Switch
Do not use
Gear Position ‘1’ Lamp/
Gear Position Code 1
*Gear Position ‘2’ Lamp/
Gear Position Code 2*
Gear Position ‘3’ Lamp/
Gear Position Code 3*
Gear Position ‘Drive’
Lamp/
Gear Position Code 4*
CAN (-ve)
CAN (+ve)
K-line Communication Link
Engine Speed Input
Sensor (+ve)
Road Speed Pulses
Shaft Speed Sensor
Signal
Throttle Position Sensor -
Ground
Throttle Position Sensor -
Reference
Throttle Position Sensor -
Input Signal
Transfer(or Case Input
(Low) - 4WD Lamp LowType
OP
OP
-
IP
IP
IP
IP
-
OP
OP
OP
OP
I/O
I/O
I/O
IP
OP
IP
GND
REF
IP
IPDescription
Indicates ‘POWER’ mode shift schedule is se-
lected.
Provides an analogue signal of the throttle po-
sition for the Torque on Demand (TOD) Con-
trol Module.
Input
Switch to indicate when a kickdown is required
at high throttle position.
Switch to select ‘NORMAL’, ‘POWER’ or ‘WIN-
TER’ shift schedule.
Voltage varies from OV to 12V.
Switch to indicate 4WD’HIGH RANGE’ is se-
lected.
Ignition power is used as the main power source
to drive the unit and the solenoids.
Drives jewel in the instrument cluster to indi-
cate
gear leverposition’1'. Drives jewel in the instru-
ment cluster to indicate
gear lever position’2'. Drives jewel in the instru-
ment cluster to indicate gear lever position’3'.
Drives jewel in the instrument cluster to indi-
cate
‘DRIVE’. gear lever position.
CAN low side bus communication (CANL).
CAN high side bus communication (CANH).
Diagnostic information and vehicle coding.
Flywheel/Ring gear pulses to indicate engine
speed.
Road speed signals derived from shaft speed
sensors.
This sensor transmit shaft speed signal to the
TCU.
Throttle position sensor ground.
This is the 5V reference voltage supply gener-
ated by the unit for the throttle position sensor.
This sensor is a resistance potentiometer indi-
cating throttle position.
Voltage varies 0V to 5V.
Switch to indicate 4WD’LOW RANGE’ is se-
lected. 4WD
(Diesel)
O
O
O
O
l
l
l
4WD
(Gas)
O
O
O
O
O
O
O
O
l
l
l
ll
ll
ll
ll
ll
ll
l
l
ll
l
ll
l
l
l
l
ll l

5A-68 AUTOMATIC TRANSMISSION
Description / Cause
The signal from the mode switch is unreliable.
This fault is caused by too many changes in the mode input signal
over a period of time. Typical causes would be an intermittent connec
tion in the switch or wiring or an intermittent short to ground in the
wiring.
The data link between the TCU and the engine management module
is found to be unreliable because the checksum, or the data received,
did not match the correct checksum.
This could be caused by an open circuit, short circuit to ground or a
loose connection in the link wire itself.
Each solenoid in turn is switched off if it was energised, or switched on
if it was not energised by a very small 100 ms pulse. This pulse is too
short for the solenoid to react so transmission operation is not af
fected.
The solenoid feedback voltage is measured before the 100 ms pulse
and again during the pulse. If the difference is outside the acceptable
limits the relevant fault messages are set.
Typical causes would be an open circuit in the wiring to or within the
solenoid, or a short circuit to ground in the wiring to, from or within the
solenoid in question.
If several of these fault codes are presents check the wiring or
connectors that are common to the selected solenoids, especially the
earth connections.
The state of the solenoid feedback voltage is outside acceptable
limits but the faulty solenoid could not be isolated.
The current to solenoid 5 was outside acceptable limits.
This fault results from a mismatch between the current set point for
solenoid 5 and the current measured by the feedback within the TCU.
Typical causes would be an open circuit or short circuit to ground in
the wiring to, from or within the solenoid. It is also possible that there
has been a fault in the solenoid output circuit. If this is the case
however, the fault should be continually present.
The closed throttle position has not been learnt. This fault
may be caused by the transmission not having reached normal
operating temperature or the engine idle speed being incorrect.
The TCU will learn the closed throttle position automatically
when the transmission is brought to normal operating
temperature and the engine is allowed to idle in Drive with the
‘base idle’ correctly set and the air conditioner (if fitted)
switched off. Condition
Mode Switch Input Fault
(Power/Economy Mode)
Data Output Link Fault
On/off Solenoid Fault
(Solenoid 1,2,3,4,6,7)
Solenoid 5 Fault
(Variable Pressure
Solenoid)
Throttle Not LearntSolenoid
9
10
11
12
13

AUTOMATIC TRANSMISSION 5A-77
Action
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck voltage between terminal 4 and 11 of TCU.
- Standard value : when the A/C compressor is ON : 12V
when the A/C compressor is OFF : 0V
lCheck cable for open / short,
lCheck connection of other connectors.
lCheck voltage between terminal 1 and 12 of TCU.
- Standard value : when the kick down switch is ON : 12V
when the kick down switch is OFF : 0V
lFully depress accelerator pedal for 5 seconds(ignition key is ON).
lRelease accelerator pedal.
lDepress brake pedal and start the engine in ‘P’ position.
lDepress brake pedal and idle the engine for 5 seconds in ‘D’
position.
lShift into ‘D’ position and determine fault code for throttle initial-
ization.
lComplete the initialization.
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck resistance between terminal 1 and 34 of TCU(when the
connector is disconnected).
- Standard value : 26 - 30
W
lCheck solenoid.
lCheck cable for open / short.
lCheck connection of other connectors,
lCheck resistance between terminal 1 and 40 of TCU (when the
connector is disconnected).
- Standard value : 26 - 30
W
lCheck solenoid.
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck resistance between terminal 1 and 41 of TCU (when the
connector is disconnected).
- Standard value : 26 - 30
W
lCheck solenoid.
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck resistance between terminal 1 and 33 of TCU (when the
connector is disconnected),
- Standard value : 26 - 30
W
Possible Cause
Air conditioner switch
Kick down switch
Pedal
Vehicle ID
VPS offset
Throttle position sensor
initialization
Solenoid 1
Solenoid 2
Solenoid 3
Solenoid 4 Symptom
P1710
P1712
P1713
P1714
P1715
P1716
P1733
P1734
P1735
P1736