2003 SSANGYONG MUSSO change time

AUTOMATIC TRANSMISSION 5A-37
Figure 3.16 - Clutch Apply Regulator Valve
Clutch Apply Regulator Valve
The clutch apply regulator valve (refer figure 3.16) is a fixed ratio valve. This valve provides a regulated pressure to
the C1 clutch and controls the rate of change of state of the clutch to give the desired shift quality. This ratio is 2.25 : 1.
Third gear oil supplied to the valve is regulated to provide an output pressure (CAF) of 2.25 times the S5 signal
pressure when S3 is On. When S3 is Off the output pressure is 2.25 times the line 500 pressure.
Band Apply regulator Valve The band apply regulator valve (refer figure 3.17) is a fixed ratio valve. It provides a regulated pressure to the front
servo, and controls the rate of change of state of the front band (B1) to give the desired shift quality. This ratio is 1.4 : 1.
Second gear oil supplied to the valve is regulated to provide an output pressure (BAF) of 1.4 times the S5 signal pressure when S4 is On. When S4 is Off the output pressure is 1.4 times the line 500 pressure.
Figure 3.17 - Band Apply Regulator Valve

AUTOMATIC TRANSMISSION 5A-65
If the gear lever is incorrectly adjusted, the transmission may shift gears on bumpy road surfaces.
6 Transmission Oil Temperature Sensing FaultAll shifts will be firm until the transmission has warmed up, because a high transmission oil temperature is
assumed.
If a fault is undetected, the temperature is likely to be evaluated as being lower than actual, resulting in softer shifts with ‘end bump ’ (very firm feel at the end of the shift).
7 Mode Setting Fault All shifts will occur as if the mode is set to ‘NORMAL ’ .
The mode indicator will always be off indicating that ‘NORMAL ’ mode is selected.
The mode indicator will not respond to changes in switch setting.
If a fault is undetected, the mode as indicated by the mode indicator is not likely to respond to the mode switch.
8 Battery Voltage Sensing Fault
If the battery voltage is low then shifts to first gear are inhibited.9 the battery voltage is high (>16.5V) then the transmission goes into limp home (LHM) mode.
If a fault is undetected, the transmission is likely to incorrectly evaluate an ON/OFF solenoid fault resulting in limp home mode (LHM) operation.
9 ON/OFF Solenoid Fault (Solenoids 1,2,3 and 4)
The transmission adopts its limp home mode (LHM) operation, described above. However, if solenoid 1 is faulty then
the fourth gear LHM strategy will be adopted independent of vehicle speed.
If a fault is undetected, the operation of the transmission is dependent on which solenoid is actually faulty. The
characteristics for different solenoid fault conditions are listed in table 6.1.2.
10 ON/OFF Solenoid Fault (Solenoids 6,7)
If solenoid 6 is found faulty it is always disabled resulting in high line pressure being applied continuously.
If solenoid 7 is found faulty it is disabled resulting in the transmission being locked always.The transmission does not go into LHM.
11 Variable Pressure Solenoid Fault The transmission adopts its LHM operation.
If a fault is undetected, the transmission shift feel is likely to be poor for all shifts.
12 Software Fault
The transmission adopts the third gear LHM strategy of operation, independent of vehicle speed. The operation of
the TCU under this condition is difficult to predict. Its operation may be erratic.
If a fault is undetected, the operation of the TCU is likely to be erratic.
13 Power Supply Fault
The transmission adopts the third gear LHM strategy of operation, independent of vehicle speed. If there is an
intermittent power supply connection, the TCU will power-up in fourth gear and then shift to the appropriate gear to
satisfy the conditions present. The power supply is not monitored for fault evaluation.
All faults except for solenoid faults can be recovered without having to turn the TCU off and back on. However, in
general the recovery requires that no faults are present for a period of time (approx. 3 or 30 seconds). Recovery from
a fault will not clear the fault from the keep alive memory
14 Transmission Sump Temperature Exceeding 135°C
The converter lockup clutch will be applied at lower speeds, causing a shudder through the vehicle.
The mode indicator will flash in some vehicles.
These faults can be due to the transmission oil overheating or due to an incorrect signal received from the temperature
sensor.

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 thewiring.
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 aloose 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 acceptablelimits 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 thesolenoid 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 acceptablelimits 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 normaloperating 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 Pre ssure
Solenoid) Throttle Not LearntSolenoid
9
10 11 12 13

5D1-10 TRANSFER CASE (PART TIME 4408)
MAINTENANCE AND REPAIR ON-VEHICLE SERVICE MAINTENANCE OF TRANSFER CASE LUBRICANT Oil Level Check Clean the oil level plug and surrounding area.
Remove the oil level plug and check whether oil is drip out or not.
Tighten the oil level plug.
Oil Change Clean the oil level plug and surrounding area
Place a suitable container under the transfer case.
Remove the oil and tighten the drain plug.
Fill the oil through the oil level plug until oil begins todrip out.
Tighten the oil level plug.
Cautions for oil level check and plugs tightening Do not use an impact wrench to remove or tighten theoil level plug or drain plug since this will damage thethreads in the transfer case.
Tightening Torque 20 - 30 Nm

TRANSFER CASE (TOD) 5D2-5
Definitions
Rear Speed Sensor A Hall Effect speed sensor which produces a square wave. 0-5Vdc signal inresponse to a rotating 30 tooth wheel coupled to the rear propshaft inside the
Transfer Case. Each rotation of the rear propshaft will result in 30 speed sensor pulse.
Front Speed Sensor A Hall Effect speed sensor which produces a square wave. 0-5Vdc signal in response to a rotating 30 tooth wheel coupled to the front propshaft inside the
Transfer Case. Each rotation of the front propshaft will result in 30 speed sensor pulse.
EMC An Electromagnetic clutch used to control the amount of torque applied to the front propshaft.
TOD TM
Torque on DemandTM
.
Duty Cycle Duty Cycle is the time the EMC is on divided by the period in which it is being modulated.
Touch-off A minimum amount of duty cycle applied to the EMC.
Front OverrunA condition where the front propshaft is turning at a rate which is faster than the rear propshaft.
Rear Overrun A condition where the rear propshaft is turning at a rate which is faster than the
front propshaft.
High Range The highest (numerically lowest = 1 :1) gear ratio between the input and outputsof the Transfer Case.
Low Range The lowest (numerically highest = 2.48:1) gear ratio between the input and outputs
of the Transfer Case.
4H/4L Switch A switch which selects the desired gear ratio.
Shift Motor Electric motor which changes the Transfer Case range.
Position Encoder A set of 4 Gray code switches which provide feedback to the TCCU indicating theposition of the Shift Motor.
Clutch Interlock Switch A switch on vehicles equipped with a manual transmission which indicates that the clutch pedal is depressed.
Neutral Safety Switch A switch on vehicles equipped with an automatic transmission which indicatesthat the transmission is in neutral.
Shift Inhibit Speed The vehicle speed above which Transfer Case shifts are disallowed. Vehicle speedis indicated by propshaft speed measurement.

TRANSFER CASE (TOD) 5D2-29
Shift motor malfunction : Fault code ® 1741,
1742, 1743
Phenomenon
1. When change the 4H/4L switch from 4H to 4L, ‘4L ’
indicator lamp turn off after blinking for a time and then ‘ 4WD CHECK ’ indicator lamp turn on.
2. Fault codes display by diagnosis of SCAN-100 : 1741, 1742, 1743
3. The shifting operation is not occurred when 4H / 4L switch, is operating.
Cause
Defect in shift motor, improper voltage provided, incorrect
connection in connector, short of wiring.
11-14 V
(Battery voltage) Ye s
No
E1
11-14 V
(Battery voltage)
Ye sNo
Ye sNo
E2
Ye sNo
Test Stage / Contents
Result
Stage T est Contents and Procedure Specified Value
/Yes/No Countermeasure
Check the input voltage of shift motor.
1. Turn the ignition switch to
“ON ” position.
2. Measure the Hi/Low voltage of motor which is located between No.1/No.14 and No.2/No.15 connector of TOD control unit with digital Multi-tester or which is locatedbetween No.G connector and body after detaching T/C
motor connector.
- The specified value (When operates 4H/4L switch)
- Measured value is within specified range ?
3. Measure the Hi/Low voltage of motor which is located between No.2/No.5 and No.1/No.14 connector or which is located No.B connector and body after detaching T/C motor connector
- The specified value (When operates 4H/4L switch)
- Measured value is within specified range ?
Check the fault condition of the relevant connector.
1. Check the installation condition of TOD control unit 30pin connector and T/C shift motor connector.
- Is it installed properly ?
2. If the connector installation is improper, install properly and then perform follows :
a. Delete the fault code of control unit by scan scope
b. Turn off the ignition switch
c. Turn on the ignition switch
d. Re-diagnosis of system
It displays one or more fault code among 1741 to 1743. Perform E1-3 stagePerform E2 stage Perform E4 stage Perform E2 stage Perform E3 stage Perform E2-2 stage Perform E3 stage Normal system

6A-6 POWER STEERING SYSTEM
OIL PUMP PRESSURE CHECK Oil Pump Pressure Check
1. Disconnect the pressure hose from the oil pump connect apressure gauge between the oil pump and pressure hose
2. Bleed the system . Start the engine and turn the steering wheel form lock several times until oil temperature is up to
50°C
3. Run the engine at 1,000 rpm.
4. Close the pressure gauge valve and check oil pressure.
NoticeDo not keep the valve closed for more than 10 seconds.
5. Remove the pressure gauge and connect the pressure hose.
6. Do bleeding procedure. BLEEDING OF POWER STEERING SYSTEM Bleeding of Power Steering System
1. Disconnect the fuel line. Using a starter motor, crank the engine and turn the steering wheel from lock to lock 5 or 6 times. Notice Do bleeding with engine cranking. If bleed with idling, there can be a air contact with oil.
2. Connect the fuel feed line and start the engine at idle speed.
3. Turn the steering wheel from lock to lock until there is no more air in oil reservoir.
4. Connect the oil level is within specification.
5. By turning the steering wheel left to right, check the oil level change. Notice
If oil is not changes more than 5mm, do bleeding again.
If oil level rises suddenly when stopped engine, again.
Relief Pressure
75 - 82 kg/cm2

FATC-HAVC 7D-7
FUNCTION DESCRIPTION 1. AUTO switch
By pressing the AUTO switch, set temperature, AUTO, fan speed, air source, air flow mode will be
appeared on the VFD display.
Following items will be controlled automaticallyaccording to set temperature. - Mode and intake door
- Temperature door- Blower fan speed- Compressor ON/OFF control
When AUTO switch is released, other functions will be controlled automatically except for manually selected switches.
2. MODE switch
By pressing the MODE switch while the AUTO switch is turned ON, AUTO indicator light will go off and air flow mode will be controlled manually in the order of VENT B/L FLR MIX VENT.
3. OFF switch
Press this switch and the airconditioner system will
be turned OFF.
4. Temperature UP/DOWN switch
This switch is a switch increasing or decreasing set temperature and position of the temperature doorwill be automatically controlled according to set temperature and outlet temperature will be controlled
by adjusting blending ratio of cold and hot air.
By operating the switch, set temperature will beincreased/decreased by 0.5 °C.
Set temperature range is 17 - 32 °C.
Max. cold function will be performed at set temperatureof 17 °C and max. hot function will be performed at
set temperature of 32 °C.
When pressed more than 1 second, it will beautomatically UP/DOWN by interval of 0.28 sec. after1 second.
When it changed 17.5 °C17 °C, 31.5 °C32 °C and
DOWN switch is pressed after 17 °C or UP switch is
pressed after 32 °C, there will be operating sounds 3
times during 0.1 sec. 5. DEFROST switch

By pressing this switch, DEF will turn on and mode
door will be fixed at DEF.
Recirculation/fresh air switch will be fixed as FRESH.
When airconditioner is turned ON and ambienttemperature is less than 1.5 °C, the airconditioner
will be turned off.
Selection of airconditioner OFF is possible by manual.
6. A/C switch
The airconditioner system will be turned ON or OFF by pressing this switch.
7. Recirculation fresh air switch
Air intake will be automatically switched to recirculationor fresh air (REC FRE) by pressing this switch.
8. Blower switch (UP/DOWN)
Blower speed can be controlled by manual and if fan UP/DOWN switch is pressed when AUTO mode isselected, fan speed will UP/DOWN based on currentfan level.
When 6 segments are turned on, it is max. HI operation.
When pressed more than 1 second, it will beautomatically UP/DOWN by interval of 0.28 sec. after 1 second.
When segment is changed stage 2 stage 1 (LO),
stage 5 stage 6 (HI) and HI switch is pressed in HI
status or DOWN switch is pressed in LO status, therewill be operating sounds 3 times during 0.1 sec.
When switch is operated in OFF status, it will be operated as stage 1 (1 segment display).