2003 SSANGYONG MUSSO engine oil

AUTOMATIC TRANSMISSION 5A-39
Primary Regulator Valve
The primary regulator valve (PRV) (refer to figure 3.19) regulates the transmission line pressure (or pump output
pressure). This valve gives either high or low line pressure depending on whether S6 is switched Off or On, When S6
is switched On,S6 pressure is applied to the PRV moving it against spring pressure and opening the line pressure
circuit to the pump suction port resulting in reduced line pressure. Low line pressure is used during light throttle
applications and cruising. Heavy throttle will cause S6 to switch Off and thereby cause high line pressure.
This stepped line pressure control has no detrimental effect on shift feel because all shifting pressures are controlled
by separate band and clutch regulator valves, and the output of S5.
When reverse gear is selected, both the low and high line pressure values are boosted to guard against slippage.
This is achieved by applying reverse oil line pressure to the PRV to assist the spring load. The other end of the valvecontains ports for line pressure feedback and 56 pressure.
The PRV also regulates the supply of oil to the converter via the converter feed port. The cascade effect of the PRV
ensures the first priority of the valve is to maintain line pressure at very low engine speeds. When the engine speed
increases and the pump supplies an excess of oil the PRV moves to uncover the converter feed port thereby pressurising
the converter. If there is an excess of oil for the transmission’s needs then the PRV moves further to allow oil to return
to the suction port.
Figure 3.19 - Primary Regulator Valve

5A-50 AUTOMATIC TRANSMISSION POWER FLOW - MANUAL 1 In Manual 1, transmission drive is via the input shaft
to the forward clutch cylinder. The elements of thetransmission function as follows : The C2 clutch is engaged to drive the forward sun gear, via the 3-4 OWC.
The B2 band is engaged to hold the planetary gear carrier stationary.
The forward sun gear drives the short pinion anti-clockwise.
The short pinion drives the long pinion clockwise.
The long pinion rotating about its axis drives the internal ring gear and the output shaft in a clockwise or
forward direction.
The C4 clutch provides engine braking through the 3-4 OWC on overrun.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows: Solenoids S1 and S2 are switched ON.
The 1-2,2-3, and 34 shift valves are held in their first gear positions by line 500 pressure.
Drive (line pressure) oil from the manual valve engages the C2 clutch.
Lo-1st (line pressure) oil is routed through the 1-2 shift valve to the C4 clutch, and to the inner apply area of
the rear servo piston for B2 band application.
Refer to figure 5.3 and table 5.4.
Table 5.4 - Engaged Elements - Manual 1
Gear State
Manual 1 C1
- C2
X C3
- C4
X B1
- B2
X 1-2
OWC - 3-4
OWC X LU
CLUTCH -
ELEMENTS ENGAGED

AUTOMATIC TRANSMISSION 5A-51
POWER FLOW - DRIVE 1
In Drive 1, transmission drive is via the input shaft to the forward clutch cylinder. The elements of the transmission function as follows : The C2 clutch is engaged to drive the forward sun gear.
The forward sun gear drives the short pinion anti-clockwise.
The short pinion drives the long pinion clockwise.
The 1-2 OWC prevents the planetary gear carrier from rotating under reaction force and the long pinion
rotates on its axis driving the internal ring gear and output shaft in a clockwise or forward direction.
There is no engine braking on overrun.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows: Solenoids S1 and S2 are switched On.
The 1-2, 2-3, and 3-4 shift valves are held in their first gear positions by line 500 pressure.
Drive (line pressure) oil from the manual valve engages the C2 clutch.
Refer to figure 5.4 and table 5.5
Table 5.5 - Engaged Elements - Drive 1
Gear State
Drive 1 C1
- C2
X C3
- C4
- B1
- B2
- 1-2
OWC X 3-4
OWC X LU
CLUTCH -
ELEMENTS ENGAGED

5A-52 AUTOMATIC TRANSMISSION POWER FLOW - DRIVE 2 AND MANUAL 2
In Drive 2 and Manual 2, transmission drive is via the input shaft and forward clutch cylinder. The elements of the
transmission function as follows :
The C2 clutch is applied to drive the forward sun gear.
The forward sun gear drives the short pinion anti-clockwise.
The short pinion drives the long pinion clockwise.
The B1 band is applied holding the reverse sun gear stationary therefore the long pinion ‘walks’ around the
reverse sun gear taking the internal ring gear and output shaft with it in a clockwise or forward direction.
The C4 clutch is applied to bypass the 3-4 OWC and provide engine braking on overrun.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows: Solenoid S1 is switched Off. S2 is switched On. Solonoid S1 is switched Off. S2 is switched On.
Drive (line pressure) oil from the manual valve engages the C2 clutch.
When S1 switches off , S1 oil pressure, which is derived from line 500 pressure, moves the 3-4 shift valve to
the left. At the same time S1 oil is directed to the 1-2 shift valve which moves the valve to the second gear position.
2nd oil (line pressure) from the 1-2 shift valve is directed to the band apply regulator valve, and to the 2-3 shift
valve.
The band apply regulator valve supplies 2nd oil (regulated to line pressure multiplied by the valve ratio) to the
band apply feed (BAF) circuit.
Band apply feed oil is directed to:
- The outer apply area of the front servo- The 1-2 shift valve to provide an exhaust port when the transmission is shifted to first gear - The 3-4 shift valve for use when the transmission is shifted into fourth gear
Drive (line pressure) is routed through the 3-4 shift valve to apply the C4 clutch.
Refer to figure 5.5 and table 5.6.
Table 5.6 - Engaged Elements - Drive 2 and Manual 2
Gear State
Drive 2 and Manual 2 C1
- C2
X C3
- C4
X B1
X B2
- 1-2
OWC - 3-4
OWC X LU
CLUTCH -
ELEMENTS ENGAGED

5A-54 AUTOMATIC TRANSMISSION POWER FLOW - DRIVE 3 AND MANUAL 3
In Drive 3 and Manual 3, transmission drive is via the input shaft to the forward clutch cylinder. The elements of the transmission function as follows : The C2 clutch is engaged to drive the forward sun gear.
The C1 clutch is engaged to drive the planet carrier.
The forward sun gear and the planet carrier are driven clockwise at the same speed therefore there is no
relative motion between the sun gear and the pinions.
The ring gear and output shaft are driven in a clockwise or forward direction at input shaft speed.
The C4 clutch is applied to bypass the 3-4 OWC and provide engine braking on overrun.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows: Solenoid S1 is switched Off. S2 is switched Off.
With S1 and S2 switched Off, the 2-3 and 3-4 shift valves are held in the third gear position by line 500
pressure.
The 1-2 shift valve is held in the third gear position by S1-S2 oil pressure.
2nd oil (line pressure) from the 1-2 shift valve is directed to the band apply regulator valve. and to the 2-3 shift
valve.
The band apply regulator valve supplies 2nd oil (regulated to line pressure multiplied by the valve ratio) to the
band apply feed (BAF) circuit.
Band apply feed oil is directed to:
- The outer apply area of the front servo
- The 1-2 shift valve to provide an exhaust port when the transmission is shifted to first gear
- The 3-4 shift valve for use when the transmission is shifted into fourth gear
2nd oil at the 2-3 shift valve is directed to the 3rd oil circuit.
3rd oil from the 2-3 shift valve is directed to the clutch apply regulator valve, and to the 4-3 Sequence Valve.
The clutch apply regulator valve supplies oil (regulated to line 500 pressure multiplied by the valve ratio) to the
clutch apply feed (CAF) circuit.
The CAF oil is directed to:
- The C1 clutch- The C1 bias valve- The 4-3 sequence valve
At the 4-3 sequence valve the CAF oil becomes band 1 release feed (B1R-F) oil, and is directed through the
3-4 shift valve to the spring end of the 4-3 sequence valve, and to the release side of the front servo piston to hold band 1 off.
Drive (line pressure) is routed through the 3-4 shift valve to apply the C4 clutch.
Refer to figure 5.6 and table 5.7.
Table 5.7 - Engaged Elements - Drive 3 and Manual 3
Gear State
Drive 3 and Manual 3 C1
X C2
X C3
- C4
X B1
- B2
- 1-2
OWC - 3-4
OWC X LU
CLUTCH -
ELEMENTS ENGAGED

5A-60 AUTOMATIC TRANSMISSIONDIAGNOSIS
DIAGNOSTIC SYSTEM Recommended T est 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: Multi Function Tester, and
Appropriate 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 andstored 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 ’
LampGear Position ‘Reverse ’
LampGear Position ‘Neutral ’
LampDo not useEngine Speed Input
Sensor (-Ve) Type
GND -
OP OP OP OP
-
IP Description
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




4WD
(Gas)
O O O






Table 6.1.1 - TCU Pin Description

AUTOMATIC TRANSMISSION 5A-69
MECHANICAL TESTS
In Vehicle Transmission Checks
Carry out the following tests before removing the transmission. See Checking Transmission Fluid Level, Section 7.2.1.
Check that the transmission oil is not burnt (colour and smell are correct).
Ensure that the transmission is not in limp home mode (LHM).
Check that the battery terminals and the earth connections are not corroded or loose.
Check the engine stall speed is within the handbook value.
Check that the cooler flow is not restricted.
Check that all electrical plug connections are tight.
Carry out a road test to confirm the symptoms, if necessary.
Inspect the oil, ensure that there are no metal or other contaminants in the oil pan.
Diagnosing Oil Leaks
Determine the source of oil leaks by firstly cleaning down the affected area, then driving the vehicle. Inspect the seals to confirm the source of the leak. To determine the source of a rear servo oil leak, raise the vehicle on a hoist, then carry out a reverse stall.
To determine the source of a front servo leak, raise the vehicle on a hoist, then run the vehicle in second gear.
Troubleshooting Charts The troubleshooting charts are set out as follows: Table 6.2.1 Drive Faults,
Table 6.2.2 Faulty Shift Patterns.
Table 6.2.3 Shift Quality Faults.
Table 6.2.4 After Teardown Faults.
Table 6.2.1 - Drive Faults
Action
Check the fluid level. Top up as necessary. Inspect and clean C1/C2 feed. Reinstall/renew the ‘z’ link.
Remove, clean and re-install the PRV.
Inspect and replace as necessary.
Inspect and replace as necessary.
Inspect and replace as necessary.
Check servo adjustment or replace rear band
as necessary.
Check for failure in C3, C3 hub or C1/C2 cylin-
der. Repair as necessary.
Inspect and clean PRV.
Inspect and replace pump gears as necessary.
Inspect and repair as necessary.
Possible Cause
Insufficient auto transmission fluid.
Blocked feed in C1/C2 cylinder.
‘Z’ link displaced.
Primal regulator valve (PRV) jammed open.Overdrive shaft or input shaft seal ringsfailed. 3-4 or 1-2 one way clutch (OWC) installed backwards or failed.C2 piston broken or cracked.
Rear band or servo faulty.
Failure in C3, C3 hub or C1/C2 cylinder.Jammed primary regulator valve (PRV). Damaged/broken pump gears. Dislodged output shaft snap ring.Symptom
No Drive in D No Drive in ReverseNo engine braking
in Manual 1 Engine braking in Manual 1 is OKNo drive in Driveand Reverse

5A-76 AUTOMATIC TRANSMISSION
Action
Check cable for open / short.
Check connection of other connectors.
Check voltage between terminal 27 and 29 of TCU,
- Standard value : 0.2 - 4.7V
Check TPS.
Check cable for open / short.
Check connection of other connectors.
Check engine speed sensor.
Check resistance between terminal 8 and 24 of TCU (when the connector is disconnected).
- Standard value : 1 .9 - 0.2 k
Check cable for open / short.
Check connection of other connectors.
Check vehicle speed sensor.
Check cable for open / short.
Check connection of other connectors.
Check engine speed sensor.
Check inhibitor switch resistance between terminal 34 and 37 of TCU(when the connector is disconnected).
- Standard value : 1st gear - 4 - 4.4 k
2nd gear - 4,8 - 2.2 k
3rd gear - 3 - 3.4 k
D gear - 4.5 - 4.g k
N gear - 6.8 - 7.2 k
R gear - 10.8 -11.2 k
P gear - 18.6 - 19 k
Check voltage between terminal 31 and 37 of TCU.
- Standard value : 0-5V(P,R,N,D,L)
Check cable for open / short.
Check connection of other connectors.
Check mode switch.
Check condition between terminal 1 and 13 of TCU.
Winter mode :12V, Normal mode : Open status, Power mode : 0V
Check cable for open / short.
Check connection of other connectors.
Check voltage between terminal 32 and 38 of TCU.
- Standard value : 0-5V
Check oil temperature sensor.
Check cable for open / short.
Check connection of other connectors.
Check battery condition.
Check alternator.
Possible Cause
Throttle position sensor
Engine RPM
Vehicle speed Shift lever
W, E, P mode switch T/M oil temperature Battery voltage
Symptom
P1702 P1703 P1704 P4705 P1706 P1707P1708
Self-diagnosis List