2003 SSANGYONG MUSSO oil change

4E-4 REAR DISC BRAKES
Standard10.4 mm Wear Limit
9.3 mm
UNIT REPAIR REAR DISC BRAKE Inspection Procedure
1. Clean all components and visually check the followings. Check the cylinder and piston for wear, rust or damage.
Check the caliper body and guide pin for wear, damage
or crank.
Check the pads for uneven wear or oiliness.
Check the boots for damage or tear.
Standard
40.5 mm
38.2 mm Wear Limit
41.5 mm
39.2 mm
2. Measure caliper housing inner diameter.
3. Measure pad thickness.
Standard
9.5 mm Wear Limit
2.0 mm
Notice Always change the all pads on one wheel at a time.
4. Measure rotor disc thickness.
5. Check the rotor disc for score or runout.
Item
With PBR
With MANDO

AUTOMATIC TRANSMISSION 5A-35
2-3 Shift Valve
The 2-3 shift valve (refer to figure 3.12) is a two position valve. It is used on all 2-3 and 3-2 gearshifts.
The switching of this valve is achieved by S2 which is located at the end of the valve spool.
When in the (1,2) position, second gear oil from the 1-2 shift valve is prevented from entering the third gear circuit.
When the valve is moved to the (3,4) position, oil from the second gear circuit is routed to the third gear circuit and the
transmission changes to third gear.
Figure 3.12 - 2-3 Shift Valve
3-4 Shift Valve
The 3-4 shift valve (refer to figure 3,13) is a two position valve. It is used for all 3-4 and 4-3 gearshifts.
The switching of this valve is achieved by S1 which is located at the end of the valve spool.During a 3-4 gearshift the 3-4 shift valve:
Exhausts the front band release circuit (B 1R) thereby allowing the application of the front band (B1).
Connects the inner apply area of the front servo (B 1AI) to the band apply feed circuit (BAF) thus allowing
greater apply forces to the front band.
Exhausts the overrun clutch circuit (OC) which allows the C4 clutch to disengage.
During a 4-3 gearshift, the C4 clutch is engaged and the front band (B1) is released. These actions are sequenced
by the 4-3 sequence valve (described below).
The 3-4 shift valve also switches during 1-2 and 2-1 gearshifts (see 1-2 shift valve above) where its function is to
apply the overrun clutch (C4) in second gear but to release it in first gear. Note that the C4 clutch is applied in Manual
1 by virtue of the manual valve and the 1-2 shift valve (as described in the 1-2 shift valve section).
Figure 3.13 - 3-4 Shift Valve

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

5A-62 AUTOMATIC TRANSMISSION
Identification
Gear Lever Position
Transmission Oil
Temperature Solenoid 4 Solenoid 1 Do not use Solenoid 5Return (-ve) Gear Lever Position - Ground
Transmission Oil
Temperature - Ground Solenoid 6 Solenoid 2 Solenoid 3 Solenoid 7 Do not use Solenoid 5 (+ve) Type
IP IP
OPOP -
IP
GND GND OPOP OP OP -
OP Description
This switch has discreet values indicating the
positions selected by the gear shift lever
(PRNDL). Voltage varies 0V to 5V.
Resistive sensor indicates transmission tem-perature .High R = low temp Low R = high temp
Voltage varies 0V to 5V.
On/Off solenoid normally open, combines with
other On/off solenoid 3 for shift quality and se-quencing.
On/off solenoid normally open, combines with
other On/off solenoid to set the selected gear.
This ensures the earth path for the VPS and
the current in this line is monitored to give feed-
back control of the VPS. PRNDL switch ground. Ground reference for temperature sensor in-
put.
On/Off solenoid normally open, sets low/high line pressure.
On/off solenoid normally open, combines with
other On/off solenoid to set the selected gear.
On/off solenoid normally open, combines with
On/off solenoid 4 for shift quality and sequenc- ing.
On/off solenoid normally open, locks up the
torque converter to Increase cruising efficiency. This is the variable force solenoid which ramps the pressure during gear changes and solenoid
switching, to enhance transmission shift quality.
4WD
(Diesel)
O O

4WD
(Gas)
O O






Pin
No. 31 32 33 34 35 36 37 38 39 40 41 42 43 44






= circuit connected
O = circuit not connected
* = unique
OP = Output
IP = Input
I/O = Input/output
GND = Ground
REF = Reference
Notice :

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.

Model
Type Gear Ratio Oil Weight (Dry)SECTION 5B
MANUAL TRANSMISSION
TABLE OF CONTENTS
Specifications . . . . . . . . . . . . . . . . . . . . . . . . 5B-1 General Specifications . . . . . . . . . . . . . . . . . . 5B-1
Fastener Tightening Specifications . . . . . . . . . 5B-2
External View . . . . . . . . . . . . . . . . . . . . . . . . 5B-3 Gear T rain . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-3
Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . 5B-4
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-5 Will not Shift (Control Lever Moves) . . . . . . . . 5B-5 Hard Shift or Control Lever Will not Move Into
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-5
Gears Crash When Shifting . . . . . . . . . . . . . . 5B-5
Transmission Jumps Out . . . . . . . . . . . . . . . . . 5B-6
Transmission Locked in One Gear . . . . . . . . . 5B-6
Transmission Noise . . . . . . . . . . . . . . . . . . . . . 5B-6
Transmission Leakage . . . . . . . . . . . . . . . . . . 5B-7Diagnosis Table . . . . . . . . . . . . . . . . . . . . . . .
5B-8
Component Locator . . . . . . . . . . . . . . . . . . . 5B-9
Maintenance and Repair . . . . . . . . . . . . . . 5B-11
On-Vehicle Service . . . . . . . . . . . . . . . . . . . . 5B-11 Shift Control Cable . . . . . . . . . . . . . . . . . . . . 5B-11
Transmission . . . . . . . . . . . . . . . . . . . . . . . . 5B-14
Unit Repair . . . . . . . . . . . . . . . . . . . . . . . . . 5B-17 Major Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-17
Main Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-27
Input Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-32
Counter Shaft . . . . . . . . . . . . . . . . . . . . . . . . 5B-34
Extension Housing . . . . . . . . . . . . . . . . . . . . 5B-35
Shift Cover . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-36
Inspection of Components . . . . . . . . . . . . . . 5B-40
Pre-Installation Checks . . . . . . . . . . . . . . . . . 5B-45
SPECIFICATIONS
GENERAL SPECIFICATIONS
Application Description
T5WC
Floor Change
3.97 : 1 2.34 : 11.46 : 11.00 : 10.85 :1
3.71 : 1
ATF DEXRON II / III 3.4 L
Check : Every 15,000km, Replace : Every 50,000km
33kg
1st
2nd 3rd
4th 5th
Reverse
Specification
Capacity(litre)
Change Interval
Notice Add LUBRIZOL (280cc) in oil after overhauling.

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

5D2-4 TRANSFER CASE (TOD)FUNCTION DESCRIPTION
TOD System Select Mode (4H and 4L) 4H is the mode when drive normally of which gear ratio is 1:1 and 4L mode distributes power to front and rear wheels 50:50 of which gear ratio is 2.48:1.
TOD System Function (select 4H mode) TOD system controls clutch mechanism to comply with rotation in front and rear propeller shaft and if its difference exceeds the permissible range, corresponding power is distributed into front wheel through EMC (Electro-MagneticClutch). Hall effect sensor signals speed on front and rear propeller shafts going through with TOD control unit.
Transfercase clutch coil is activated by variable current on exceeding difference of speed in front and rear propeller shafts.
Function of 4L Mode When select 4L mode, EMC is locked to apply maximum torque into front and rear propeller shafts. Shift motor rotates also 4L position by rotation of cam thus propeller shaft torque changes from 1:1 to 2.48:1 by planetarygear set.
Shift Motor It locates backside transfer case, which drives rotary helical cam. When mode select switch changes to 4L, shift fork is on position for 2.48:1 by rotation of helical cam.
Transfer Case
TOD transfer case distributes power into front and rear axle by operation of 4H/4L switch and shift motor. Shifting 4H to 4L, is performed towards reducing HI-LO collar by means for connection HI-LO shift fork with
output shaft in order to join with planetary gear. Torque transmits input shaft then sun gear rotating front planetary
gear. Front planetary gear join with output shaft and drives LO position.