2003 SSANGYONG MUSSO Transfer case

GENERAL INFORMATION 0B-9
Chassis and Body
Months
MAINTENANCE ITEM MAINTENANCE INTERVAL
Kilometers or time in months, whichever comes first
120
105
90
75
60
45
30
15
1
96
84
72
60
48
36
24
12
-
x1,000 km
Exhaust pipes & mountings Brake/Clutch fluid
(3)(4)
Parking brake/Brake pads F & R (5)Brake line & connections (including booster)
Manual transmission oil (3) Clutch & brake pedal free play
Front & Rear Differential Fluid (3)I
R
IIIII- --II
-
I IIIIII I
I
R I II I I IIII
R I
R IIIII I II
R
II
R I
R IIIIII II
R I IIII
Automatic transmission fluid (MB W4A040) (6) Automatic transmission fluid (BTRA M74)Chassis & underbody bolts & nuts tight/secure Tire condition & inflation pressure
Wheel alignment (7) Steering wheel & linkage
Power steering fluid & lines* (3)Drive shaft boots Seat belts, buckles & anchors Lubricate locks, hinges & bonnet latchIIII I I IIII I III I I IIII I IIII
R
III I IIII IIII I IIIIIIIII I III I
R R
III I IIII IIII I IIII
Transfer case fluidRII
I
Inspect & ADJUST when abnormal condition is noted
I
I II I IIII
Chart Symbols :
I - Inspect these items and their related parts. If necessary, correct, clean, replenish, adjust or replace.R - Replace or change.
(3) Refer to “Recommended fluids and lubricants”.
(4) Change the brake / clutch fluid every 15,000 km if the vehicle is mainly driven under severe conditions:- Driving in hilly or mountainous terrain, or
- Towing a trailer frequently
(5) More frequent maintenance is required if under severe condition : short distance driving, extensive idling, frequent low - speed operation in stop-and-go traffic or driving in dusty condition.
(6) Change automatic transaxle fluid and filter every 75,000 km if the vehicle is mainly driven under severe conditions. - In heavy city traffic where the outside temperature regularly reaches 32°C (90°F) or higher, or- In hilly or mountainous terrain, or- When doing frequent trailer towing, or- Uses such as found in taxi, police or delivery service.
(7) If necessary, rotate and balance wheels.

GENERAL INFORMATION 0B-11
Chassis and Body
Months -
MAINTENANCE ITEMMAINTENANCE INTERVAL
Kilometers or time in months, whichever comes first
100
90
80
70
60
50
40
30
20
10
1
60
54
48
42
36
30
24
18
12
6
x1,000 km
Exhaust pipes & mountings
Brake/clutch fluid (3) (4)
Parking brake/Brake pads (F & R) (5) Brake line & connections (including booster)
Manual transmission fluid (3)Clutch & brake pedal free play
F & R Differential fluid (3)
I I I IIIIIIIIIIIII I
R
IIIII IIIIIII IIII
R I
R I
R
IIIII IIIIIIIIIIIIII I
R
IIIII IIII
R I
R
Automatic transmission fluid (BTRA M74) (6) Chassis & underbody bolts & nuts tight/secure Tire condition & inflation pressure
Wheel alignment (7) Steering wheel & linkage
Power steering fluid & lines* (3) Drive shaft boots Seat belts, buckles & anchors Lubricate locks, hinges & bonnet latchI II I IIII III I IIII IIII I III I
I II I IIII III I IIIIIII I IIII III II II III I IIIIIII I IIII
Transfer case fluid (3)
RI R
I
I
I
I I I II IIII I IIII
Inspect & ADJUST when abnormal condition is noted
II I
Chart Symbols :
I - Inspect these items and their related parts. If necessary, correct, clean, replenish, adjust or replace.R - Replace or change.
(3) Refer to “Recommended fluids and lubricants”.
(4) Change the brake / clutch fluid more regularly if the vehicle is mainly driven under severe conditions :- Driving in hilly or mountainous terrain, or
- Towing a trailer frequently
(5) More frequent maintenance is required if under severe condition : short distance driving, extensive idling, frequent low - speed operation in stop-and-go traffic or driving in dusty condition.
(6) Change automatic transmission fluid every 70,000 km if the vehicle is mainly driven under severe conditions. - In heavy city traffic where the outside temperature regularly reaches 32°C (90°F) or higher, or- In hilly or mountainous terrain, or- When doing frequent trailer towing, or- Uses such as found in taxi, police or delivery service.
(7) If necessary, rotate and balance wheels.

3A-10 FRONT DRIVE AXLE
5. With part time transfer case. 5-1.Remove the cover mounting bolts and pull off the cover. Installation Notice
5-2. Remove the snap ring of the drive shaft and pull off the
hub body. Notice
For assembly, adjust the clearance between the snap ring and hub not to exceed 0.2 mm (Shim thickness : 0.1, 0.2,0.3, 0.5, 1.0 mm).
Tightening Torque 50 - 60 Nm
6. With full time transfer case
6-1. Detach the hub cap with screw driver and remove the snap ring on drive shaft. Installation Notice
Tightening Torque 2 - 4 Nm
5-3. Remove the screws and pull off the locking hub washer.
Installation Notice Notice
For assembly, adjust the clearance between the snap ring and hub not to exceed 0.2 mm (Shim thickness : 0.1, 0.2, 0.3, 0.5, 1.0 mm).
Tightening Torque 15 Nm

PROPELLER SHAFT 3C-3
1 Front Axle
2 Bolt...................................................... 70-80 Nm
3 Front Propeller Shaft (661LA/662LA)
4 Front Propeller Shaft (E32)
5 Bolt ...................................................... 81-89 Nm
6 Transfer Case MAINTENANCE AND REPAIR
ON-VEHICLE SERVICE
PROPELLER SHAFT7 Bolt ...................................................... 81-89 Nm
8 Rear Propeller Shaft
9 Bolt ...................................................... 70-80 Nm
10 Rear Axle
11 Front Propeller Shaft (E20/E23)

5A-18 AUTOMATIC TRANSMISSIONINTRODUCTION
The BTR Automotive Model 74 Four Speed Automatic Transmission is an electronically controlled overdrive four
speed unit with a lock-up torque converter. The lock-up torque converter results in lower engine speeds at cruise and
eliminates unnecessary slippage. These features benefit the customer through improved fuel economy and noise
reduction. Refer to table 1.1 for details of power, torque and configuration.
Of primary significance is the transmission control unit (TCU) which is a microprocessor based control system. The
TCU utilizes throttle position, rate of throttle opening, engine speed, transmission output speed, transmission sump
temperature, gear selector position and mode selector inputs, and in some applications a ‘kickdown’ switch to control
all shift feel and shift schedule aspects.
The TCU drives a single proportional solenoid multiplexed to three regulator valves to control all shift feel aspects.
The output pressure of this solenoid is controlled as a function of transmission sump temperature to maintain consistent
shift feel throughout the operating range.
Shift scheduling is highly flexible, and several independent schedules are programmed depending on the vehicle.
Typically the ‘NORMAL’ schedule is used to maximise fuel economy and driveability, and a ‘POWER’ schedule is used
to maximise performance. ‘WINTER’ schedule is used to facilitate starting at second gear.
Figure 1.1 details the differences between conventional and electronic transmission control systems.
Max Torque (Nm)
320 Configuration
260 mm Torque Converter Wide Ratio Gear Set
Splined Output for Transfer CaseMin Torque (Nm) 160
Model
M74 4WD
Transmission
Table 1.1 - M74 Torque, Power and Configuration

5A-24 AUTOMATIC TRANSMISSION
Transmission Control Unit(TCU)
The TCU is an in-vehicle micro-processor based transmission management system. It is usually mounted in the
vehicle cabin, under the instrument panel, under the seat, behind the side kick panels or under the floor in the
footwell on the passenger side. Different control units are supplied for different vehicle applications.The TCU contains:
Processing logic circuits which include a central microcontroller and a back-up memory system.
Input circuits.
Output circuits which control external devices such as the variable pressure solenoid (VPS), on/off solenoid
drivers, a diagnostics output and the driving mode indicator light.
The various items which make up the TCU are discussed below.
Processing Logic
Shift schedule and calibration information is stored in an erasable programmable read only memory (EEPROM).
Throttle input calibration constants and the diagnostics information are stored in electrically erasable programmable
read only memory (EEPROM) that retains the memory even when power to the TCU is disconnected. In operation the software continuously monitors the input values and uses these, via the shift schedule, to determine the required gear state, At the same time it monitors, via the solenoid outputs, the current gear state. Whenever the
input conditions change such that the required gear state is different to the current gear state, the TCU initiates a
gear shift to bring the two states back into line.
Once the TCU has determined the type of gear shift required the software accesses the shift logic, estimates the
engine torque output, adjusts the variable pressure solenoid ramp pressure then executes the shift.
The TCU continuously monitors every input and output circuit for short or open circuits and operating range. When
a failure or abnormal operation is detected the TCU records the condition code in the diagnostics memory and
implements a limp mode, The actual limp mode used depends upon the failure detected with the object to maintain
maximum driveability without damaging the transmission. In general input failures are handled by providing a default
value. Output failures, which are capable of damaging the transmission, result in full limp mode giving only third or
fourth gear and reverse. For further details of limp modes and memory retention refer to the Diagnostic Section.
The TCU is designed to operate at ambient temperatures between -40 and 85°C . It is also protected against
electrical noise and voltage spikes, however all the usual precautions should be observed, for example when arc welding or jump starting. TCU Inputs
To function correctly, the TCU requires engine speed, road speed, transmission sump temperature, throttle position
and gear position inputs to determine the variable pressure solenoid current ramp and on/off solenoid states. This
ensures the correct gear selection and shift feel for all driving conditions. The inputs required by the TCU are as follows: Engine Speed
The engine speed signal is derived from the tachometer signal line, a dedicated sensor or a Controlled Area Network (CAN).
Road Speed
4WD (Diesel) - The shaft speed signal is derived from the speedo sensor located on the transfer case. This signal is transmitted directly to the TCU.
4WD (Gasoline) - The speedo sensor sends the shaft speed signal to the engine control module (ECM). The
information is then transferred to the TCU via the CAN.
Transmission Sump Temperature
The transmission sump temperature sensor is a thermistor located in the solenoid wiring loom within the transmission.
This sensor is a typical NTC resistor with low temperatures producing a high resistance and high temperatures

AUTOMATIC TRANSMISSION 5A-61
Pin
No. 9 10
11
12 13 14 1516 17 1819 20 21 22 2324 25 26 27 28 29 30Identification
Mode Indicator Lamp - ‘ Power ’
Throttle Position Sensor Output as Pulse Width Modulation for TODAir Conditioner Input SignalKickdown Switch Mode Switch
Transfer Case Input (High) -4WD Lamp High Ignition Switch Do not use Gear Position ‘1’ Lamp/
Gear Position Code 1
*Gear Position ‘2’ Lamp/
Gear Position Code 2* Gear Position ‘3’ Lamp/
Gear Position Code 3* Gear Position ‘Drive ’
Lamp/ Gear Position Code 4*CAN (-ve)CAN (+ve) K-line Communication Link Engine Speed InputSensor (+ve)Road Speed Pulses Shaft Speed Sensor SignalThrottle Position Sensor -GroundThrottle Position Sensor - Reference Throttle Position Sensor -Input Signal
Transfer(or Case Input
(Low) - 4WD Lamp Low Type
OP OP
-
IP IP IP IP
-
OPOPOP OP
I/O
I/O
I/O IP
OP
IP
GND
REF IP IP Description
Indicates ‘POWER ’ mode shift schedule is se-
lected.
Provides an analogue signal of the throttle po- sition for the T orque on Demand (T OD) Con-
trol Module. Input
Switch to indicate when a kickdown is required
at high throttle position. Switch to select ‘NORMAL ’, ‘POWER ’ or ‘WIN-
TER ’ shift schedule.
Voltage varies from OV to 12V. Switch to indicate 4WD ’HIGH RANGE ’ is se-
lected.
Ignition power is used as the main power source
to drive the unit and the solenoids.
Drives jewel in the instrument cluster to indi- cate gear leverposition ’1'. Drives jewel in the instru-
ment cluster to indicate gear lever position ’2'. Drives jewel in the instru-
ment cluster to indicate gear lever position’3'.
Drives jewel in the instrument cluster to indi- cate ‘ DRIVE ’. gear lever position.
CAN low side bus communication (CANL).
CAN high side bus communication (CANH).
Diagnostic information and vehicle coding.
Flywheel/Ring gear pulses to indicate engine speed.
Road speed signals derived from shaft speedsensors.
This sensor transmit shaft speed signal to the TCU. Throttle position sensor ground. This is the 5V reference voltage supply gener-
ated by the unit for the throttle position sensor.
This sensor is a resistance potentiometer indi-
cating throttle position.
Voltage varies 0V to 5V.Switch to indicate 4WD ’LOW RANGE ’ is se-
lected.
4WD
(Diesel)
O O O O



4WD
(Gas)
O O O O O O OO

5A-82 AUTOMATIC TRANSMISSIONMAINTENANCE AND REPAIR
ON-VEHICLE SERVICE
Tightening Torque 70 - 80 Nm
5. Remove the rear propeller shaft .
Installation Notice
REMOVAL & INSTALLATION OF TRANSMISSION
1. Disconnect the negative battery cable.
2. Disconnect the connectors from transfer case.
3. Disconnect the speedometer connector from transfer case.
4. Disconnect the inhibitor and Sear position sensor connector.
6. Unscrew the eight bolts and two nuts, and remove the cross member.