2003 SSANGYONG MUSSO ABS

4F-20 ANTILOCK BRAKE SYSTEM
Removal & Installation Procedure ABS Hydraulic Unit
1. Release the ABS wiring connector locking lever in arrowdirection and remove the connector. Notice
Do not force the connector when releasing in arrow
direction.
For installation of the connetor, align and firmly seat
the connector of the hydraulic unit and wiring connector while keeping the locking lever upward and then push it down.
2. Remove the hydraulic lines of the hydraulic unit. During removal, be careful not to drip brake fuid on the
body. Installation Notice
3. Unscrew hydraulic unit mounting nuts (2EA) and remove the unit from the bracket.Installation Notice
Tightening Torque 9 - 12 Nm
Removal of the ABS / ABD Unit Location : Under the front passenger's seat.
1. Remove the wiring connector of the ABS/ABD(or ABS:attached type) ECU.
2. Remove the ground wire.
3. Unscrew the mounting bolts and remove the ECU.
4. Installation should follow the removal precedure in reverse order.
Tightening Torque 12 - 16 Nm
Notice When carrying a new unit, never recline it over 30 °.

ANTILOCK BRAKE SYSTEM 4F-21
HYDRAULIC CIRCUIT
ABS 5.3 Pressure Increased
1 Master Cylinder
2 Hydraulic Unit
3 Damping Chamber
4 Return Pump
5 Return Pump Motor 6 Accumulator Chamber
7 Inlet Valve for Each Wheel
8 Outlet Valve for Each Wheel
9 Front Wheel
10 Rear Wheel

4F-24 ANTILOCK BRAKE SYSTEM ABS/ABD 5.3 Pressure Increased
1 Master Cylinder
2 Hydraulic Unit
3 Damping Chamber
4 Return Pump
5 Return Pump Motor
6 Accumulator Chamber7 Inlet Valve for Each Wheel
8 Outlet Valve for Each Wheel
9 Wheel
10 Prime Valve (ASV) 11 Pilot Valve (USV)
12 Check V alve
13 ISD (Integrated Suction Damper)

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.

AUTOMATIC TRANSMISSION 5A-43
Figure 4.1 - Power Flow Diagram TORQUE CONVERTER
The torque converter (refer figure 4.2) consists of a turbine,
stator pump, impeller and a lock-up damper and piston
assembly. As in conventional torque converters, the impeller is
attached to the converter cover, the turbine is splined to the
input shaft and the stator is mounted on the pump housing via
a one way clutch (sprag).
The addition of the damper and piston assembly enables the
torque converter to ‘lock-up’ under favourable conditions. Lock-
up is only permitted to occur in third and fourth gears under
specified throttle and road speed conditions.
Lock-up is achieved by applying hydraulic pressure to the
damper and piston assembly which couples the turbine to the
converter cover, locking-up the converter and eliminating
unwanted slippage. Whenever lock-up occurs, improved fuel
consumption is achieved. Torsional damper springs are
provided in the damper and piston assembly to absorb anyengine torque fluctuations during lock-up. Figure 4.2 - Torque Converter Cross Section

5A-88 AUTOMATIC TRANSMISSION
8. Detach the No.7 solenoid wire from the front of the case.
9. Remove the parking pawl pivot pin and the pawl and springfrom the case.
10. Remove the shaft and the rear servo lever.
11. Remove the rear servo cover and piston assembly.
12. Remove the B1R circlip, valve and spring.
13. Remove both band adjustment shims.
14. Inspect the output shaft bushing in the case and replace if necessary.
15. Inspect cooler line fittings and replace as necessary.
16. Inspect the case for damage.
17. To remove the park rod lever: Remove the circlip from the inner end of the pivot shaft and tap the outer end of the
shaft until it moves free from the case, then using a wide
shallow tapered drift as a wedge, drive the pin out fromthe inside of the case and remove the lever and spring. NoticeDo not remove the park rod lever unless absolutely
necessary.

MANUAL TRANSMISSION 5B-21
23. Remove the main shaft in 2 steps.To remove the rear bearing outer race, push the main
shaft rearward.
Tilt and lift the main shaft from the case.
24. Remove the reverse fork and spring from the case.
25. Remove the counter shaft as follows: Using a punch and hammer, pry up the lock tabs.
Using a 13 mm wrench or T-40 bit, remove the 4 bolts.
Remove the retainer and shim from the case.
Push the counter shaft rearward to remove the rear
bearing outer race.

5B-24 MANUAL TRANSMISSION
7. Install the counter shaft rear bearing outer race, shim andretainer.
Tightening Torque 39 - 52 Nm
Using a punch and hammer, bend the lock tabs on the
retainer.
8. Install the following parts : Install the main shaft into case.
Install the main shaft rear bearing outer race into the
rear of the case.
Install the 4th speed blocking ring onto the front of the
main shaft.
Install the input shaft onto the front of the main shaft.
Install the input bearing retainer without shim onto the
front of the case.
Using a torque wrench, tighten the 4 bolts.
9. Install the 5th speed drive gear and blocking ring on the counter shaft.
10. Install the 5th synchronizer and rail/fork.
11. Install the 5th synchronizer snap ring and oiling funnel.
12. Align the slots of the lever with the rollers of the reverse fork and 5th shift rail. Apply sealer on the 5-R lever pivot bolt and install it into the case.
Tightening Torque 28 Nm
13. Using a needle nose pliers, install the 5-R lever clip.