2006 GREAT WALL HOVER manual transmission

Preface
Since the Great Wall Hover is put into the market, it has won the favor from the customers for its
elegant appearance, excellent performance&price ratio,concept of double area and eternal safety.The car is
furnished with Mitsubishi 4G64 engine.It has both the type of five shifts manual transmission and the type of
automatic transmission as an option. At the same time, there are also options of ABS and safety airbag, etc.
Before of its complex structure, high technical intervention and difficulty of maintenance, its maintenance
needs the reference of related documents. Upon the request of the after-sale maintenance technical personnel
of Great Wall, we have prepared this Hover Maintenance Manual. The manual is oriented towards the after-
sale maintenance technical personnel of the Great Wall, and mainly introduces the disassembly of the various
systems of Hover (refer to the maintenance manual of motor for the introduction of the motor), the
troubleshooting, matters needing attention for maintenance and the related technical parameters.
During the preparation of this book, a lot of professional personnel have given support and help, here we
would like to express our sincere thanks.
Though we have made efforts to prepare this manual earnestly, we cannot guarantee that the content in
the manual is totally accurate and without error. The user cannot raise improper request to the Great Wall
Company with the manual as legal basis. We cannot bear any responsibility for the losses caused by using
this manual. Confined to the knowledge of the editor, the fault and errors are inevitable, your advice and
comment are appreciated.
The final authority for the interpretation of this manual belongs to the Great Wall Motor Co., Ltd.

Preface
Table of Contents
Instruction How to use the manual
Chapter 1 Overview of the entire car (parameters)
Chapter 2 Fuel supply system and exhaust air system
Chapter 3 Clutch
Chapter 4 Transmission
Chapter 5 Automatic transmission
Chapter 6 Driving shaft
Chapter 7 Suspension and vehicle axle
Chapter 8 Brake (ABS)
Chapter 9 Steering
Chapter 10 Car body electric appliance
Chapter 11 CD player and air-conditioning system
Chapter 12 Safety airbag
Annex:
Important components guarantee and requirement
List of non-metal material consumption
Special tools
D Important working components and tightening torque
E Electric wiring diagram

Front shaft/axle
CC6460K wagon has the two-cross arm, independent suspension, breakaway front axle.
CC6460KY wagon has the two-cross arm, independent suspension, breakaway steering drive axle , hyperbolic gear single-stage main
reducer, plain bevel gear differential mechanism, universal drive semiaxle, Birfield ball-joint, main reduction ratio i
0=4.55, Max. input
torque is 900N
m.
Rear axle
Non-breakaway drive axle, integral stamping-welded axle housing, hyperbolic gear single-stage main reducer, plain bevel gear differential
mechanism, semi-floating semiaxle, main reduction ratio i
0=4.55, Max. input torque is 900Nm.
Wheel and tyre
The type, specification and main parameter of wheel and tyre see Table 4.
Table 4 Type, specification and main parameter of wheel and tyre
Transmission
For the structure and main technical parameter of transmission see Table 3.
Table 3 Structure and main technical parameter

Serial
No. Item Specification and parameter
1 Model SC5M2D-C SC5M4D-C
2 style manual mechanical step
transmission of full synch, 5
forward steps, 1 revers e step, direct
manipulation manual mechanical step transmission with torque
divider of full synch, 5 forward steps, 1 reverse step,
direct manipulation
3 Cent er
distance(mm) 72 72(transmission), 222.25 (torque divider)
4 Max. input torque
(N. m) 196 196
5 Max. input torque
(r/min) 5500
Step
I Step
II Step
III St ep
IV Step
V Step
R(Reverse) Step
H(high) St ep
L(low)
6 Speed ratio

7 Gear pair of
speedometer 8:25
8 To t a l n et
weight(kg) 38 68(include torque divider)
9 Outline
dimension: L×W
×H 1070mm×466mm×
399mm( not include height of
steering level) 1070mm×460mm×380mm( not include height of
steering level)
Drive shaft
The structure of rear drive shaft assembly of CC6460K wagon is the three cross-axle universal joints, two drive shafts with exten
s
intermediat e support free-maint enance segmental structure. The front and rear dr ive shaft assembly of CC6 460KY wa gon has the
universal joints, one drive shaft with extension spline, free-maintenance integral structure respectively.

Automatic transmission-5
Table 2.1 Gear selection and its function
Gear selection function
1st-Gear
(manual 1
st-Gear ) The first gear is using for climbing and braking. It is a function which limits the speed of
the car. The speed limitation by engine is realized by reduce the opening degree of
throttle position.
2nd-Gear (automatic, manual
2
nd-Gear) In economic mode, it can process the 1
st and 2nd shifting operation when engage the 2nd
–Gear. The limitation of vehicle speed by engine is realized through reducing the
opening of throttle position. in 4WD 4 high, , the transmission will maintain 2
nd-Gear
position The manual mode and winter-Mode will only maintain 2nd-Gear 。
3rd-Gear
(automatic, manual 3rd-Gea) In economic mode and dynamic mode, it can process the shifting operation of 1
st, 2nd
and 3rd-Gear when engage the 3rd-Gear, and can reaches the very high vehicle speed. At
this time the locking clutch can process the locking action, refer to vehicle user manual.
The limitation of vehicle speed by engine is realized by reduce the opening of throttle
position. In 4WD 4 low, the transmission should be maintained in 3
rd –Gear position.
Under manual mode, the transmission will be kept in 3rd-Gear.
D-gear
(drive) It can process the 1
st, 2nd, 3rd and 4th –Gear position operation and gear-shifting operation
of (1-2), (1-3), (2-3), (2-4), (3-4), (4-3), (4-2), (3-1) and (2-1). This shifting operation is
processed by taking the vehicle speed, throttle position, throttle position switching
frequency (or forced Gear-decreasing) as the parameter. The locking clutch can process
the locking action in 3rd –Gear, 4
th-Gear according to the type of vehicle. Refer to user
manual of vehicle.
N-Gear
(neutral gear) Only the rear brake belt is engaged at this time. It determines whether the function can
be realized according to the vehicle speed, engine speed and throttle position. But the
gear-position sensor allows the starting of engine. Allow the slide of N-Gear.
R-Gear
(reverse gear) Set the anti-misoperation in forward function according to the vehicle speed, engine
speed and throttle position opening to realize the reverse operation. The gear-position
sensor can start the revers e lamp.
P-gear
(parking gear) Only the rear brake belt is engaged at this time. The function can be determined
according to the vehicle speed, engine speed and throttle position. The output shaft of
transmission is locked. The gear-position sensor can start the engine.

Automatic transmission-6
Selection of drive mode
The selection of drive mode includes a mode selection switch and indicator lamp. The drive mode selection switch is located
on the operating panel. It can provide the different mode selection according to the different type of car.
It has the optimal fuel economy when select the “normal” mode. At this time, the indicator lamp is not light. When select the
“dynamic” mode, the car will have the maximum dynamic performance and the “dynamic” mode indicator lamp is light. When select
the “snowland” mode, it will realize the starting of “2
nd-Gear”, the “snowland” mode indicator lamp is light, meanwhile the
“dynamic” mode indicator lamp will be closed. When select the manual mode, press down the “snowland” switch firstly, the
“manual” light will be light when the gear is in 3, 2, 1. When in manual mode, 1-2, 2-3, 3-4, 3-2, 2-1, 1-3, 3-1 is shifted by driver
manually and can not be shifted automatically. It can be used in car-racing etc. for the special mode of each model of car refers to
operation manual of user.
Operation instruction
Function
5 Brake function
Can decrease the gear-position in slope to improve the brake effect and increase the vehicle safety.
6 Speed-up function
It can select the manual shifting to increase the vehicle speed completely during the speed-up.
cautions
7 It must place the transmission in the P-Gear or N-Gear when start the engine.
8 It must place the transmission in P-Gear during the parking.
9 It must place the transmission in N-Gear when trail the car.
10 It must be powered off when remove the transmission.
11 It must be powered off when install the transmission.
The transmission processes the communication and calculation with the engine electronic control computer by the precision
central on-line computer. It not only save the fuel, but also provide the maximum mode function, including field, winter and
manual selection. It provides the two conditions, manual and electric for the fast race of racing player. It has racing capacity wh i ch
can compete the speed increasing with the manual transmission.
automatic
Having anti-slide function
It is allowable that the D-Gear
in “W” mode is used in
snowland and M-A integration
mode. automatic
automatic

Automatic transmission-14
The main box includes:
z BIR blow-off valve
1. Valve
Figure 3.7 shows the valve unit in the view of transmission fluid tank. Figure 3.8 illustrates the pump cover.
2. Manual-operated valve
The manual-operated valve (refer to Figure 3.9) is connected to the car gear selection mechanism. It controls the transmission
fluid flow to the forward or reverse loop. Except in manual 1st-Gear position, the function of manual-operated valve is same
in all forward gear. In manual 1st-Gear, the transmission fluid will enter into the shift valve 1
2 to make the rear brake belt
and C4 overspeed gear clutch is engaged respectively. The hydraulic control system is located in the valve, pump and main box.
The valve includes the following types:
zManual-operated valve
z Three shift valves
zsequence valve
z electromagnetic pressure control valve
zline pressure control valve
zclutch connection regulating valve
zbrake belt connection regulating valve
zsolenoid valve 1 to solenoid valve 6
zreverse lock valve
The pump includes the following types:
zprimary regulating valve (control line pressure)
ztorque converter clutch regulating valve
ztorque converter clutch control valve
z
solenoid valve 7 Hydraulic control system

Automatic transmission-16
Figure 3.9 manual-operated valve 3.
1-2 shift valve (refer to Figure 3.10) has two position status. It must be in the position (2, 3, 4) for the convenience of raising
gear in 1
st-Gear. It is using for all 1-2 and 2-1 shift.
Through the power supply of S1 and (or ) S2, the 1-2 shift valve can acquire its On/Off status.
During 1-2 shift period, drive the transmission fluid from manual-operated valve to the 2
nd-Gear loop. During the shifting form
2 to 1, the brake belt is engaged and drain the oil through the 1-2 Gear shift valve.
When in 1
st-gear position, the 1-2 gear shift valve operates with the 3-4gear shift valve (described as follows) combinedly to
separate the clutch C4; if in 2
nd-Gear position, engage the clutch C4. When select the manual Gear-1, the clutch C4 engages with
the rear brake belt (B2).
31-2 shift valve

Automatic transmission-22
Power transmission system
The power transmission system includes:
Torque converter equipped with single lock clutch.
4 multi-plate clutch assemblies
2 brake belts
2 one-way clutches
Planetary gear assembly
parking mechanism
A traditional planetary gear assembly composed by six pinions is used in four-speed transmission. It realizes the 4 Gear power
transmission through the drive gear bracket.
So, the cross arrangement is the main arranging method. In the box, there are four subassemblies, shown as follows:
Gear bank central support
C1-C2-C3-clutch C4 subassembly
Pump assembly
Valve assembly
One piece or one set of optional shim is located between the input shaft flange and center of stator support shaft axle of and used
to control the end flotation of transmission. The structure arrangement allows the inspection for the subassembly during the
product manufacturing period.
For description of power transmission system refer to table 4.1 and Figure 4.1:
When the clutch C2 is engaged and 1-2 one-way clutch is engaged, the gear is in 2nd-Gear at this time. During the 1-2 shifting
process, B1 brake belt is combined and the 1-2 one-way clutch is separated (OWC). During the 2-3 shifting period, the clutch
C1 is engaged and the B1brake belt is released. During the 3-4 shifting period, B1brake belt is engaged and 3-4 one-way clutch
is released. For reverse gear, the clutch C3 and B2brake belt is engaged.
When the gear position is in manual 1st, 2
nd and 3rd gear position, the engagement of the clutch C4 can provide the brake of
engine. Additionally, in the drive scope of 2
nd and 3rd Gear, the engagement of clutch C4 can eliminate the unfavorable freewheel
inertia. In the scope of manual 1
st-Gear, the low speed shifting is realized by the engagement of B2brake belt.
The front and rear servo has the figure surface design which requires the accurate friction and need not the secondary regulating
valve. When use the transmission fluid with new static factor, the design of the friction unit can meet the requirement that need
low shifting energy and high static holding force. The transmission uses the non-asbestos friction material.
LUGear position Gear ratio
1st-Gear 2.393
2
nd-Gear 1.450
3
rd-Gear 1.000
4
th-Gear 0.677
R-Gear 2.093
Manual 1 2.393
C3C4 B1 B2
Name of participated unit
* For operation of specified vehicle refer to user’operation manual.
LU: hydraulic torque converter lock clutch
Table 4.1 Participated unit and gear ratio in different gear position