2003 SSANGYONG MUSSO light

OM600 ENGINE CONTROLS 1F3-43
Tools Required 617 589 08 21 00 Position Sensor Adjustment Procedure
1. Position the No. 1 cylinder at ATDC 15°
Notice Do not rotate the engine in opposite direction of engine rotation.
2. Remove the bolt (2) at the supporting bracket.
3. Remove the bolt (4).
4. Turn the adjusting screw (1) until both lamps ‘A’ + ‘ B ’ on
the position sensor light up. Notice If the adjustment range is not adequate, remove the injection pump and reinstall.
Position Sensor 617 589 08 21 00
5. After adjusting, retighten all the bolt to the specified torque.
To the right
To the left Start of delivery retarded
Start of delivery advanced

WHEEL ALIGNMENT 2B-5
VIBRATION DIAGNOSIS Wheel imbalance causes most highway speed vibration problems. A vibration can remain after dynamicbalancing because:
A tire is out of round.
A rim is out of round.
A tire stiffness variation exists.
Measuring tire and wheel free runout will uncover only part of the problem, All three causes, known as loadedradial runout, must be checked using method of substituting known good tire and wheel assemblies on the problem vehicle. Preliminary Checks Prior to performing any work, always road test the car and perform a careful visual inspection for:

Obvious tire and wheel runout.
Obvious drive axle runout.
Improper tire inflation.
Incorrect trim height.
Bent or damaged wheels.
Debris build-up on the tire or the wheel.
Irregular or excessive tire wear.
Improper tire bead seating on the rim,
Imperfections in the tires, including: tread deformations, separations, or bulges from impactdamage. Slight sidewall indentations are normal and
will not affect ride quality.
Tire Balancing Balance is the easiest procedure to perform and should be done first if the vibration occurs at high speeds. Do an off-vehicle, two-plane dynamic balance first to correct
any imbalance in the tire and wheel assembly. An on-vehicle finish balance will correct any brake drum,
rotor, or wheel cover imbalance, If balancing does not correct the high-speed vibration, or if the vibration occurs at low speeds, runout is the probable cause.

PROPELLER SHAFT 3C-5
5. If difficult to remove, clamp the yoke side in a vise and tapoff the needle bearing, using a proper tool.
6. Disassemble the universal joint parts. As axles move up and down, universal joints allow drive angles to change without binding propeller shaft.
1 Grease Nipple
2 Flange Yoke
3 Spider4 Seal
5 Needle Roller Bearing
6 Snap Ring
4. Slightly tapping the yoke shoulder using a brass hammer,
remove the bearing. Remove the remaining bearings in the
same way.

POWER BOOSTER 4C-5
PEDAL STROKE INSPECTION
1. Start the engine and stop it after one or two minutes.Depress the brake pedal several times. If the pedal goes down furthest the first time, but gradually rises after the second or third time, brake booster is normal.If there is no change in pedal stroke, the brake booster is abnormal.
2. Depress the brake pedal several times with engine stopped, and depress the brake pedal and start the engine. If the
pedal goes down slightly, the booster is normal.
3. Depress the brake pedal with engine running, and stop it with the pedal depressed. If there is no change in pedalheight during 30 sec., the booster is normal.

4F-6 ANTILOCK BRAKE SYSTEM
ABS,ABS/ABD
COMPONENT LOCATOR
1 ABS Hydraulic Unit
2 ABS/ABD Hydraulic Unit
3 Diagnosis Socket
4 Front Wheel Speed Sensor
5 Front Impulse Ring 6 Rear Wheel Speed Sensor
7 Rear Impulse Ring
8 ABS Warning Indicator Light
9 TCS Indicator Light
1 0 ABS/ABD ECU

ANTILOCK BRAKE SYSTEM 4F-11
ABS, ABS/ABD 5.0 Initializing
1. Set the ignition switch n “ON ” position.
2. Connect the No.1 terminal (Ground) and the No.13 (ABS) from diagnosis socket located in E/G room by use of service connector for 3 - 4 seconds and initialize the flash code. Notice Be careful not to connect over 5 seconds.
3. ABS indicator warning light continuously comes on until the ignition switch is “OFF ”.
Dignosis Table
1. When the system is normal One pulse (normal code 01) indicates.
2. When the system is abnormal One pulse (defect code) indicates.
Notice Repeat the initializing procedure when checking the
defect code Defect code is indicated once for 1 sec (light on : 0.75 sec, light off : 0.25 sec).
Removal the Defect Code
1. Repair the defect code and remove the memorized defect code in the ECU.
2. Connect the No. 13 terminal (ABS) from diagnosis socket and No. 1 terminal (ground) for over 5 seconds.
3. Set the ignition switch in the “OFF ” position.
Notice Defect code will be memorized in ECU unless the defect code is not removed.
Repeat the initializing procedure and check the otherdefects.

5A-20 AUTOMATIC TRANSMISSIONOPERATOR INTERFACES
There are three operator interfaces associated with the four speed transmission. They are: The gear select lever
The driving mode selector
The indicator light
These operator interfaces are described below.
GEAR SELECT LEVER OPERATION
The transmission uses a conventional selector lever. The selector lever can be moved from one position to another
within the staggered configuration of the selector lever gate to positively indicate the gear - selection as shown on
figure 2.1. For information about the gear selections available refer to table 2.1.
Figure 2.1 - Typical Gear Selector and Mode Switch

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.