2003 SSANGYONG MUSSO manual transmission

1B3-94 OM600 ENGINE MECHANICAL
Manual transmission flywheel
Automatic transmission flywheel
OM661LA
OM662LA

OM600 ENGINE MECHANICAL 1B3-95
3. Remove the flywheel (3), if equipped with manualtransmission. Installation Notice Correctly align the position of dowel pin (2).
Tools Required 602 589 00 40 00 Engine Lock Removal & Installation Procedure
1. Install the engine lock.
Engine Lock 602 589 02 40 00
2. Remove the 12-sided stretch bolts (4). Installation Notice
Tightening Torque 45 Nm + 90 °
Notice If the length ‘L’ of bolts exceeds 22.5mm, replace the bolts.

OM600 ENGINE CONTROLS 1F3-47
2. Remove the connecting rod (9).
3. Disconnect the vacuum lines (13, 14).
4. Remove the accelerator control damper (10).(Manual transmission vehicle)
5. Remove the suction line (16) and pressure line (4).
6. Remove the banjo bolt (1) and then remove the seal (2) and fuel line (3).
7. Remove the plastic clip (8) on the injection line.
Removal Procedure
1. Position then no.1 cylinder at 15
° ATDC.
Notice Do not rotate the engine in opposition direction of engine rotation.
8. Disconnect the injection lines (15) from the injection pump (25).
9. Remove the banjo bolt (1) and then remove the seal (7) and return line (5).

OM600 ENGINE CONTROLS 1F3-51
12. Connect the vacuum line (13, 14).
13. Connect the connecting rod (9).
14. Connect the accelerator control damper (10).(Manual transmission vehicle)
15. Install the chain tensioner.
16. Install the vacuum pump.
17. Check the start of delivery.
18. Adjust the idle speed.
11. Assemble the plastic clip (8).

SECTION 5A
AUTOMATIC TRANSMISSION
TABLE OF CONTENTS
Specifications . . . . . . . . . . . . . . . . . . . . . . . . 5A-2
Model Part Numbers and Applications . . . . . . 5A-2
Model Specifications . . . . . . . . . . . . . . . . . . . . 5A-2
Clutch Pack Details . . . . . . . . . . . . . . . . . . . . . 5A-3
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . 5A-4
Special Tools Table . . . . . . . . . . . . . . . . . . . . . 5A-4
Schematic and Routing Diagrams . . . . . . . . 5A-5
TCU Circuit (Diesel) . . . . . . . . . . . . . . . . . . . . 5A-5
TCU Circuit (Gasoline) . . . . . . . . . . . . . . . . . . 5A-6
Shift Pattern Diagram . . . . . . . . . . . . . . . . . 5A-7
661LA Normal Mode . . . . . . . . . . . . . . . . . . . . 5A-7
661LA Power Mode . . . . . . . . . . . . . . . . . . . . 5A-8
662LA Normal Mode . . . . . . . . . . . . . . . . . . . . 5A-9
662LA Power Mode . . . . . . . . . . . . . . . . . . . 5A-10
662LA Low Mode . . . . . . . . . . . . . . . . . . . . . 5A-11
E32 Power Mode . . . . . . . . . . . . . . . . . . . . . 5A-12
E32 Normal Mode . . . . . . . . . . . . . . . . . . . . . 5A-13
E32 Low Mode . . . . . . . . . . . . . . . . . . . . . . . 5A-14
E23 Power Mode . . . . . . . . . . . . . . . . . . . . . 5A-15
E23 Normal Mode . . . . . . . . . . . . . . . . . . . . . 5A-16
E23 Low Mode . . . . . . . . . . . . . . . . . . . . . . . 5A-17
Introduction . . . . . . . . . . . . . . . . . . . . . . . . 5A-18
Operator Interfaces . . . . . . . . . . . . . . . . . . 5A-20
Gear Select Lever Operation . . . . . . . . . . . . 5A-20
Driving Mode Selector . . . . . . . . . . . . . . . . . 5A-21
Control Systems . . . . . . . . . . . . . . . . . . . . . 5A-22
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-22
Electronic Control System . . . . . . . . . . . . . . . 5A-22
Hydraulic Control System . . . . . . . . . . . . . . . 5A-31
Power Train System . . . . . . . . . . . . . . . . . . 5A-42
Torque Converter . . . . . . . . . . . . . . . . . . . . . 5A-43
Clutch Packs . . . . . . . . . . . . . . . . . . . . . . . . . 5A-44Bands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-45
One Way Clutches . . . . . . . . . . . . . . . . . . . .
5A-45
Planetary Gear Set . . . . . . . . . . . . . . . . . . . . 5A-45
Parking Mechanism . . . . . . . . . . . . . . . . . . . 5A-46
Power Flows . . . . . . . . . . . . . . . . . . . . . . . . 5A-47
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-47
Power Flow - Park and Neutral . . . . . . . . . . . 5A-48
Power Flow - Reverse . . . . . . . . . . . . . . . . . . 5A-49
Power Flow - Manual 1 . . . . . . . . . . . . . . . . . 5A-50
Power Flow - Drive 1 . . . . . . . . . . . . . . . . . . . 5A-51
Power Flow - Drive 2 and Manual 2 . . . . . . . 5A-52
Power Flow - Drive 3 and Manual 3 . . . . . . . 5A-54
Power Flow - Drive 3 Lock Up and Manual
3 Lock Up . . . . . . . . . . . . . . . . 5A-56
Power Flow - Drive 4 (Overdrive) . . . . . . . . . 5A-57
Power Flow - Drive 4 Lock Up . . . . . . . . . . . . 5A-59
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-60
Diagnostic System . . . . . . . . . . . . . . . . . . . . 5A-60
Mechanical Tests . . . . . . . . . . . . . . . . . . . . . 5A-69
Self Diagnosis Test . . . . . . . . . . . . . . . . . . 5A-75
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . 5A-79
Hydraulic System . . . . . . . . . . . . . . . . . . . . . 5A-79
Transmission Fluid Test Procedure . . . . . . . . 5A-79
Electronic Adjustments . . . . . . . . . . . . . . . . . 5A-80
Maintenance and Repair . . . . . . . . . . . . . . 5A-82
On-Vehicle Service . . . . . . . . . . . . . . . . . . . . 5A-82
Removal and Installation of Transmission . . . 5A-82
Unit Repair . . . . . . . . . . . . . . . . . . . . . . . . . 5A-85
Rebuild Warnings . . . . . . . . . . . . . . . . . . . . . 5A-85
Disassembly Procedure . . . . . . . . . . . . . . . . 5A-85
Assembly Procedure . . . . . . . . . . . . . . . . . . . 5A-94
Front and Rear Band Adjustment . . . . . . . . 5A-128

AUTOMATIC TRANSMISSION 5A-21
Downshift Type
RANGE ‘1’ (MANUAL ‘1’):
RANGE ‘2’ (MANUAL ‘2’):
RANGE ‘3’ (MANUAL ‘3’):
RANGE ‘D’ (DRIVE):
RANGE ‘N’ (NEUTRAL):
RANGE ‘R’ (REVERSE):
RANGE ‘P’ (P ARK):Inhibited Above
First gear operation only with inhibited engagement as a function of vehicle speed. Engine braking is applied with reduced throttle.
First and second gear operation with inhibited engagement of second gear, as
a function of vehicle speed. Engine braking is applied with reduced throttle.
First, second and third gear operation with an inhibited third gear engagement
at high vehicle speed. Refer to the vehicle owner’ s manual.Engine braking is applied with reduced throttle.
First, second, third and fourth gear operation. First to second (1-2), first to third
(1-3), second to third (2-3), second to fourth (2-4), third to fourth (3-4), fourth
to third (4-3), fourth to second (4-2), third to second (3-2), third to first (3-1)
and second to first (2-1), shifts are all available as a function of vehicle speed,throttle position and the time rate of change of the throttle position (forced
downshift). Lockup clutch may be enabled in 3rd and 4th gears depending on
vehicle type. Refer to the owner’ s manual.
Rear band applied only, with inhibited engagement as a function of vehicle
speed, engine speed and throttle position. The inhibitor switch allows the en-gine to start.
Reverse gear operation, with inhibitor engagement as a function of vehicle
speed, engine speed and throttle position. The inhibitor switch enables reverse lamp operation.
Rear band applied only, with inhibited engagement as a function of vehicle
speed, engine speed and throttle position. The transmission output shaft is
locked. The inhibitor switch allows the engine to start.
Table 2.1 - Gear Selections DRIVING MODE SELECTOR
The driving mode selector consists of a mode selection switch and indicator light. The driving mode selector is
located on the centre console. See figure 2,1.
The schedules available to be selected vary with vehicle types. Typically the driver should have the option to select
between ‘NORMAL’ , ‘POWER’ or ‘WINTER’ modes.
When ‘NORMAL’ mode is selected upshifts will occur to maximise fuel economy and the indicator lights remain
extinguished. When ‘POWER’ mode is selected upshifts will occur to give maximum performance and the ‘POWER’
mode indicator light is swi tched on. When ‘WINTER’ mode is selected, starting at second gear is facilitated, the
‘WINTER’ mode indicator light is switched on and the ‘POWER’ mode indicator light is switched off.
Refer to the vehicle owner ’ s manual for specific modes for each vehicle type.

5A-26 AUTOMATIC TRANSMISSIONInhibitor Switch
Throttle Position SensorThe throttle position sensor(TPS) is a resistance potentiometer mounted on the throttle body of the engine.
It transmits a signal to the TCU proportional to the throttle plate opening. The potentiometer is connected to the TCU by three wires:
5 volts positive supply, earth and variable wiper voltage.Throttle voltage adjustments are as follows:
Closed throttle voltage is 0.2V to 1.0V.
Wide open throttle voltage is 3V -4.7V.
These measurements are taken between pins 29 and 27 of the TCU.
Maintaining good shift feel through the transmission life span is dependant on having an accurate measure of
the engine throttle position. To achieve this the TCU
continuously monitors the maximum and minimum throttle
potentiometer voltages and, if a change occurs, stores the new voltage values.
However these limits will be lost and will require relearning
should a new TCU be installed, or the throttle calibration data
is cleared by the execution of a particular sequence, This last
instance depends on the installation, and reference should be
made to the Diagnostics Section of this manual. The relearningwill happen automatically Notice
Above figure of T.P.S. is for the diesel enginewhich is installed on the injection pump.
Gear Position Sensor
The gear position sensor is incorporated in the inhibitor switch mounted on the side of the transmission case.
(Refer to figure 3.5.) The gear position sensor is a multi-function switch providing three functions: Inhibit starting of the vehicle when the shift lever is in aposition other than Park or Neutral
Illuminate the reversing lamps when Reverse is
selected indicate to the TCU which lever position has been selected by way of a varying resistance (Refer to
table 3.3.)
Figure 3.5 - Inhibitor Switch

AUTOMATIC TRANSMISSION 5A-27
Shift Lever Position
Manual 1 Manual 2Manual 3Drive Netural ReverseParkResistance (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.