2013 SSANGYONG KORANDO engine

3680-01
2) Power Flowing Sequence
Torque converter Input shaft Front planetary gear
C2 clutch Forwarding sun gear Rear planetary gear
C1 clutch Center support Intermediate shaft
assembly
inal reduction and
differential gearThis is a fluid clutch.
Transfers the power from
engine to transaxle and
amplifies the torque.Transfers the power
from torque converter
to front planetary
gear.Generates the gear
ratio and transfers the
power.
Engaged by hydraulic
pressure and transfers the
power to C1 clutch.Transfers the power from
torque converter to rear
planetary gear.Generates the gear ratio
and transfers the power.
Engaged by hydraulic
pressure and transfers the
power to C1 clutch.Transfers the power from
input shaft to intermediate
shaft.Changes the rotating direction
and generates the final
reduction rear ratio.
Generates the final reduction gear ratio and performs
the differential function.
Transfers the power to constant velocity shaft.

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The shiftable gear can be adjusted by pressing the
"UP (D+)" or "DOWN(D-)" switch when the gear
Shift lock release button
If the selector lever cannot be moved from
while pushing down this button with finger. For
safety, turn off the engine and depress the
brake pedal before the attempt.Shift up Shift down Tip switches on steering wheel
Meter cluster
This indicator shows the current position of
the gear.
Gear selector lever
Lever positions
P : Park
R : reverse
N : Neutral
D : DriveTip switch (manual shift switch)
The shiftable gear can be adjusted by
moving this switch to forward and rearward
position.
Selection of Manual/Automatic Shift Function
D: Automatic shift according to the driving condition
M: Manual shift

Automatic transaxle Bolt (engine) 17 mm X 4
14 mm X 1 85.0 ~ 100.0Nm
Bolt (start motor) 14 mm X 2 48.0 ~ 58.8Nm
Bolt (oil pan) 14 mm X 4 56.0 ~ 62.0Nm
Bolt (torque converter) 17 mm X 6 45.0 ~ 52.0Nm
Eye bolt 22 mm X 1 3.0 ~ 5.0Nm
Drain plug 24 mm X 1 34.0 ~ 44.0Nm
Nut (range select lever) 14 mm X 1 17.6 ~ 24.5Nm
Bolt (inhibitor switch) 10 mm X 2 9.8 ~ 11.7Nm
Bolt (oil pan) 10 mm X 19 12.0 ~ 14.0Nm
Bolt (solenoid harness) 10 mm X 6 9.8 ~ 11.7Nm
Bolt (oil temperature sensor) 10 mm X 1 9.8 ~ 11.7Nm
Bolt (input & output sensor) 10 mm X 2 9.8 ~ 11.7Nm
Bolt (detent spring) 12 mm X 1 12.0 ~ 16.0Nm
Bolt (valve body) 10 mm X 8 9.8 ~ 11.7Nm
Bolt (V/B solenoid bracket) H5 mm X 9 9.8 ~ 11.7Nm
Bolt (torque converter housing) 12 mm X 20 28.0 ~ 35.0Nm
Bolt (oil guide A) 10 mm X 3 9.8 ~ 11.7Nm
Bolt (oil guide B) 10 mm X 1 5.0 ~ 7.0Nm
Bolt (oil filter) H5 mm X 2 9.8 ~ 11.7Nm
5. TIGHTENING TORQUE
DescriptionsSize x
NumbersTightening torque
(Nm)
TGS lever Nut 12 mm X 4 17.6 ~ 21.6Nm
Nut (manual control lever) 13 mm X 1 14.0 ~ 20.0Nm
Nut (floor) 12 mm X 1 17.6 ~ 21.6Nm
Nut (dash panel) 12 mm X 2 17.6 ~ 21.6Nm
A/T bracket Bolt (left bracket) 17 mm X 3 88.2 ~ 107.8Nm
Bolt (right bracket) 17 mm X 4 88.2 ~ 107.8Nm
Bolt (upper bracket) 17 mm X 4 88.2 ~ 107.8Nm
TGS lever
TGS cable

2. FEATURES
1) Advantages
Early Downshift with Hard Braking and Skip Shifts
When heavy braking is detected, the transaxle downshifts early and skips gears to provide increased
engine braking to provide gear selection for tip-in.
Gear Hold going Uphill/Downhill
If the accelerator pedal is released when traveling uphill, upshifts are prevented to reduce busyness on
grades. If the accelerator pedal is released when traveling downhill, upshifts are prevented to enhance
engine braking.
Drive and Reverse Engagement
A soft engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This is
achieved by limiting engine speed and engine torque which results in a rapid, but progressive
engagement of either Drive or Reverse when moving from the Park or Neutral positions. Drive and
Reverse engagements from either Park or Neutral are performed in less than 2.2 seconds. There is no
drive engagement prevention strategy implemented on the transaxle system as there is sufficient engine
strategy to protect the system. However, reverse engagement is prevented until vehicle speed is less
than 7 km/h.

3660-01
2) Transaxle Cooling
The transaxle cooling system ensures rapid warm-up and constant operating temperature resulting in
reduced fuel consumption and refined shift quality.
It also includes a cooler by-pass within the hydraulic system to allow sufficient lubrication to the transaxle
drivetrain in the event of a blockage in the transaxle cooler.
3) Shift Strategy
Gear Change
Transaxle gear change is controlled by the
TCU. The TCU receives inputs from various
engine and vehicle sensors to select shift
schedules and to control the shift feel and
torque converter clutch (TCC) operation at each
gear change.
Coast down
Coast down down shifts occur at 0% pedal
when the vehicle is coasting down to a stop.
Torque Demand
Torque demand down shifts occur
(automatically) when the driver demand for
torque is greater than the engine can provide at
that gear ratio. If applied, the transaxle will
disengage the TCC to provide added
acceleration.

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1st Gear State
The 1st gear state will display on the
instrument cluster. Unlike the normal 1st gear,
engine braking will be available in this manual
1st state. -
2nd Gear State
The 2nd gear state will display on the
instrument cluster. 2nd gear has engine braking
available. -
3rd Gear State
The 3rd gear state will display on the
instrument cluster. 3rd gear has engine
braking available. -
4th Gear State
The 4th gear state will display on the
instrument cluster. 4th gear has engine
braking available. -
5th Gear State
The 5th gear state will display on the
instrument cluster. 5th gear has engine
braking available. -
6th Gear State
The 6th gear state will display on the
instrument cluster. 6th gear has engine
braking available. -
STD type
SVC type

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5. TRANSAXLE ELECTRONIC CONTROL SYSTEM
1) General Information
The transmission control unit (TCU) and its input/output network control the following transmission
operations:
Shift timing
Line pressure
Clutch pressure (shift feel)
Torque converter clutch -
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also uses these signals when determining transaxle operating strategy. Using all of these input signals,
the TCU can determine when the time and conditions are right for a shift, or when to apply or release the
torque converter clutch. It will also determine the pressure needed to optimise shift feel.
2) TCU (Transmission Control Unit)
The transaxle control unit (TCU) is mounted
under the driver's seat and controls the operation
of the transaxle.
Internal sensors and signals received across the
CAN bus in analogue and digital forms such as:
Transaxle input speed
Transaxle output speed
Accelerator pedal position
Gear selector position
Engine torque
Engine speed
Transaxle fluid temperature
Brake pedal status
Engine oil temperature
Engine coolant temperature
Ambient air temperature
Barometric pressure -
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The TCU monitors all TCU inputs and outputs to confirm correct system operation. If a fault occurs the
TCU is able to perform default action and inform the driver of the problem through the instrument cluster
warning lights. Detailed information is available via trouble codes which can be read with the service tool.

6. CAN NETWORK
The TCU sends signals to be used by other vehicle systems via the CAN bus, such as:
Selector lever position
Selected gear state
Manual mode activation
Transaxle fluid temperature
Engine torque reduction requests -
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Schematic Diagram of Network Communication