2003 SSANGYONG MUSSO wiring

AUTOMATIC TRANSMISSION 5A-25
producing a low resistance.
Temperature/Resistance characteristics and location within the solenoid wiring loom are given in tables 3-1 and 3- 2, and figures 3.2 and 3.3.
If the transmission sump temperature exceeds 135°C, the TCU will impose converter lock-up at lower vehicle
speeds and in some vehicles flashes the mode indicator lamp. This results in maximum oil flow through the
external oil cooler and eliminates slippage in the torque converter. Both these actions combine to reduce the oil
temperature in the transmission.
Connects To
Solenoid 1 Solenoid 2Solenoid 3Solenoid 4Solenoid 5 Solenoid 6 Solenoid 7Solenoid 5
Temp Sensor
Temp SensorWire Color Red
Blue
Yellow
Orange GreenViolet
Brown
Green White WhitePin No.
1 2345 6 789
10
Table 3.2 - Pin No. Codes for Temperature Sensor Location In Solenoid Loom
Figure 3.3 - Temperature Sensor Location in Solenoid Loom

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.

5A-30 AUTOMATIC TRANSMISSION
Solenoid Valve Symbols (On/off Solenoids)
The solenoid symbol shown adjacent to each solenoid on the
hydraulic system schematics indicates the state of the oil flow
through the solenoid valve with the power On or 0ff. Refer to
figure 3.6 for the On/off operational details of NO solenoidvalves. Normally Open (NO) Solenoid POWER ON
Line 500 port is closed. The output port is open to exhaust at the solenoid valve. POWER OFF
The exhaust port is closed. The output port is open to line 500,Figure 3.6- Normally Open (NO) Symbols
Variable Pressure Solenoid Multiplexing System
Friction element shifting pressures are controlled by the variable pressure solenoid (VPS).
Line pressure is completely independent of shift pressure and is a function of throttle position, gear state and enginespeed.
S5 is a proportional or variable pressure solenoid that provides the signal pressure to the clutch and band regulator
valves thereby controlling shift pressures.
VPS pressure is multiplexed to the clutch regulator valve, the band regulator valve and the converter clutch regulator
valve during automatic gearshifts.
A variable pressure solenoid produces a hydraulic pressure inversely proportional to the current applied. During a
gearshift the TCU applies a progressively increasing or decreasing (ramped) current to the solenoid. Current applied will vary between a minimum of 200 mA and a maximum of 1000 mA, Increasing current decreases output (55)
pressure. Decreasing current increases output (55) pressure.
Line 500 pressure, (approximately 440 to 560 kPa), is the reference pressure for the VPS, and the VPS outputpressure is always below line 500 pressure.
When the VPS is at standby, that is no gearshift is taking place, the VPS current is set to 200 mA giving maximum output pressure.
Under steady state conditions the band and clutch regulator valve solenoids are switched off. This applies full Line
500 pressure to the plunger and because Line 500 pressure is always greater than S5 pressure it squeezes the S5
oil out between the regulator valve and the plunger. The friction elements are then fed oil pressure equal to Line 500multiplied by the amplification ratio.
When a shift is initiated the required On/off solenoid is switched on cutting the supply of Line 500 to the plunger.
At the same time the VPS pressure is reduced to the ramp start value and assumes control of the regulator valve by
pushing the plunger away from the valve. The VPS then carries out the required pressure ramp and the timed shift is
completed by switching Off the On/off solenoid and returning the VPS to the standby pressure.
This system enables either the band or clutch or both to be electrically controlled for each gearshift. Mode Indicator Light
Depending on the application, the mode indicator light may be used to indicate the mode that has been selected or
if an overheat condition exists. The mode indicator light is usually located on the instrument cluster. Communication Systems CAN
The controller area network (CAN) connects various control modules by using a twisted pair of wires, to share
common information. This results in a reduction of sensors and wiring. Typical applications include using the engine
controller to obtain the actual engine speed and throttle position, and adding these to the network. The ABS controller
(if fitted) can be used to obtain the road speed signal. This information is then available to the TCU without anyadditional sensors.

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-63
Ten Pin Plug Pin Numbers
Figure 6.1.1 - Wiring Loom Pins

AUTOMATIC TRANSMISSION 5A-67
Table 6.1.3 - Diagnostic Trouble Messages
Description / Cause
There have been no faults recorded since the TCU was last cleared. If
the fault history has never been cleared, then there have been no
faults recorded since the TCU was originally powered up.There is an internal fault within the TCU.
The voltage measured by the TCU corresponding to the battery sup-
ply voltage has been outside the range of the maximum operatingvoltage of 16.5 volts.
The minimum operating voltage depends on the transmission tem-
perature but is typically between 8-9 V for a warm transmission.
The voltage measured by the TCU from the throttle potentiometer has been outside acceptable levels.
This would typically indicate a loose connection in the wiring to, or
within, the throttle sensor which has caused the signal at the TCU to
read 0V or 5V.
The voltage measured by the TCU across the temperature Input ter-
minals has been outside acceptable levels.
This would typically be caused by a loose connection or short to ground
in the wiring to, or within, the temperature sensor which has caused
the signal at the TCU to read 0V or 5V. The voltage measured by the TCU across the shift lever input termi- nals has been outside acceptable levels for a significant length of
time. This would typically be caused by a loose connection or short to
ground in the wiring to, or within, the inhibitor switch which has caused
the signal at the TCU to read 0V or 5V.
The signal from the ignition, of ignition pulses, has either been non- existent or has been unreliable.
There are two reasons this fault could occur. The first is due to a lack
of ignition pulses when other TCU inputs would indicate that the en-
gine is running, that is the gear lever is in a driving position, the throttle is applied and vehicle speed increasing. The second cause of this (aunt is the frequency of the pulses of theignition pulse input to the TCU indicate an unachievable engine speed.
The pulses from the shaft speed sensor have either been non-exis-tent or have been unreliable.
There are three reasons this fault could occur. The first is due to a sudden loss of speedometer pulses at a time when they were fre quent,thus indicating an unachievable degree of deceleration of the drive
line. The second cause of this fault is that the frequency of the pulses
on the shaft speed sensor input to the TCU indicate an unachievable
propeller shaft speed. The third is the presence of a high engine speed
in a driving gear with no speedometer pulses.
Condition
Test Pass
Transmission Control Module Fault
Battery Voltage InputFault Throttle Input Fault
Temperature Input FaultShift Lever Position Input Fault(Inhibitor/PRNDL Switch) Engine Speed Sensor Fault Shaft Speed Sensor Fault(Speedo Sensor)Solenoid 1 2 3 4567 8

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

5A-70 AUTOMATIC TRANSMISSION
Action
Inspect S1. Repair or replace as necessary.
Check for 12 Volts applied to S1 at all times orfor wiring fault.
Inspect S1. Repair or replace as necessary.
Check for 12 Volts applied to S1 at all times or for wiring fault.
Inspect S2. Repair or replace as necessary.
Check for open circuit or wiring fault.
Inspect S2. Repair or replace as necessary. Check for open circuit or wiring fault.
Inspect and adjust as necessary.
Inspect and repair as necessary.
Inspect and replace or refit as necessary. Inspect ‘O’ ring. Refit or replace as nec essary.
Inspect the 2-3 shift valve. Repair or replace
as necessary.
Inspect C1 clutch. Repair or replace as neces-
sary.
Inspect ball. Refit or replace as necessary. Inspect C4. Repair C4 or replace C4 wave plate
as necessary.
Inspect rear band adjustment. Adjust as nec-
essary.
Inspect ball- Refit or replace as necessary. Inspect ’0’ring. Refit or replace as necessary.
Inspect C4 and C4 wave plate. Repair or re-
place as necessary.Inspect inhibitor switch. Repair or replace as necessary.
Inspect the 1-2 shift valve.
Repair or replace as necessaryInspect inhibitor switch.Repair or replace as necessary.
Inspect the 2-3 shift valve.Repair or replace as necessary.
Possible Cause
S1 always OFF. S1 always ON.
S2 always OFF. S2 always ON. B1 failed. Loose band adjustment.Front servo piston or seal failed.S1/S2 ball misplaced, Smaller ’0’ring on front servo piston failed
or missing. 2-3 shift valve jammed.C1 clutch failed or slipping in 3rd and 4th.(Gives 1st in 3rd and 2nd in 4th.) Over-run clutch (OC)/low ball misplaced. C4 failed or C4 wave plate broken. Rear band slipping when hot. Reverse/Low-1st ball misplaced. Rear servo inner ‘O’ ring missing.
C4 failed or C4 wave plate broken.
Inhibitor switch faulty. 1-2 shift valve jammed.
Inhibitor switch fault, 1-2 only. 2-3 shift valve jammed.Symptom
2-3 shift only
(no 4th or 1st)
1-4 shift only1-3-4 (Delayed1-2shift)4-3 shift only 1-2-Neutral
(1st over run)1-3 shift only 1-3-4 only 1-2-1 only No manual 4-3,3-2
or 2 - 1 No manual 1st 1st gear only or
2nd,3rd, and 4thonly 1st and 2nd only or 1st, 3rd and 4th
only