SSANGYONG KORANDO 2013 Service Manual

3680-01
To select the winter mode, press the mode
switch. The winter mode indicator (W) in the
instrument cluster comes on. To return to
standard mode, press the switch again. The
indicator goes out. Use this mode to drive off
smoothly on an icy and slippery road.
3. MODES AND FUNCTIONS
1) Mode Switch
2) M Mode (Manual Mode)
This allows the driver to define the highest
position. When the lever is first moved to the
the lowest possible gear.W: Winter mode (pressed "OUT")
Use the standard mode in normal driving
condition. S: Standard mode (pressed "IN")

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. 2-1 automatic kick-down
shifts are available. 2nd gear has engine
braking available. -
3rd Gear State
The 3rd gear state will display on the
instrument cluster. 3-2 and 3-1 automatic
kick-down shifts are available. 3rd gear has
engine braking available. -
4th Gear State
The 4th gear state will display on the
instrument cluster. 4-3 and 4-2 automatic
kick-down shifts are available. 4th gear has
engine braking available. -
5th Gear State
The 5th gear state will display on the
instrument cluster. 5-4 and 5-3 automatic
kick-down shift is available. 5th gear has
engine braking available. -
6th Gear State
The 6th gear state will display on the
instrument cluster. 6-5 and 6-4 automatic
kick-down shifts are available. 6th gear has
engine braking available. -
STD type
SVC type

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4. LIMP HOME MODE
When the transaxle is defective
In the event of a system fault, the TCU also provides for failure mode effect control (FMEC) to maintain
maximum functional operation of the transaxle.
In the event of a total loss of control or electrical power, the basic transaxle functions (Park, Reverse,
Neutral and Drive) are retained. The 4th and reverse gear ratios with the torque converter clutch in the
unlocked state are the retained gear states the hydraulic system supports without any electrical
assistance.
The TCU communicates with other vehicle electronic control modules by the controller area network
(CAN). If a major fault develops, the transaxle may automatically operate in a "limp home" (failure)
mode to enable the vehicle to be driven to an authorized dealer for repair.
The TCU also provides for transaxle diagnostics, which meet the requirements of OBD II legislation,
monitoring all components which may effect vehicle emissions. 1.
2.
3.
4.
When the transaxle overheats
Limp home mode may also be engaged if the battery charge falls below 8V.
If the transaxle overheats, the shift patterns will automatically change to enable improved transaxle
cooling.
During transaxle overheat, the instrument cluster transaxle selector position display and the over
cluster until normal transaxle operating temperature is reached. 1.
2.
3.
Towing the automatic transaxle equipped vehicle
Flat-bed equipment is the best method of moving a disabled vehicle to avoid any damages.
For AWD vehicle: The vehicle must be towed with a wheel lift and dollies or flatbed equipment with
all the wheels off the ground.
For 2WD vehicles: It is acceptable to tow the vehicle with the rear wheels on the ground without
dollies and the front wheels off the ground. When being towed by a commercial towtruck and wheel
dollies are not available, the front of the vehicle should be lifted, not the rear. -
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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. To accomplish
this, the TCU operates six variable bleed control solenoids and four on/off solenoids to control transaxle
operation.
2) TCU (Transmission Control Unit)
The transaxle control unit (TCU) is mounted
under the driver's seat and controls the operation
of the transaxle.
The TCU is activated and deactivated by the
ignition power supply and is connected to the
transaxle link harness by a 26 pin connector. The
TCU processes information received from 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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3680-01
This information is used by the TCU to decide which shift pattern to select and for shift energy
management. Electro-hydraulic solenoid valves and variable bleed solenoids control the transaxle gear
changes.
Six variable bleed solenoids and four on/off solenoids are used to direct transaxle fluid flow to control the
fluid pressure within the three clutches and two bands. Separate pressure regulators are used
exclusively for torque converter clutch control and main transaxle line pressure.
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.

3) Shift Map Selection
The driver can manually select between normal (S) and winter modes (W) via the mode switch.
Depending on the transaxle temperature, uphill and downhill grades and altitude, shift maps will be
selected by the TCU to suit the driving conditions. The following maps are available.
Standard (Normal) Mode
Normal Mode is selected when the lever is in the D position with the mode switch in the normal (S)
position and the transaxle is within normal temperature ranges. Shift schedule points are optimised for
fuel efficiency and general driving conditions.
Uphill and Downhill Mode
In this mode, depending on the load of the vehicle, adaptive shift maps are selected to progressively
adjust the shift points and torque converter lock points.
Altitude Mode
Shift points are automatically adjusted at higher altitudes to compensate for changes in engine torque
where the torque produced by the engine is greatly reduced by the effects of reduced barometric
pressure and temperature.
Winter (W) Mode
When winter mode is selected, starting in second gear is facilitated and the WINTER mode indicator
light is switched ON. To prevent wheel spin on slippery surfaces, the transmission will not allow first gear
unless manually overridden.
Warm up Schedule
Hot Mode
converter lock-up is increased to prevent heat generation by the torque converter.
Activation of the hot mode inhibits other transmission performance features including uphill and downhill
compensation and altitude compensation. Some degradation in shift feel may be experienced as the
torque converter is not unlocked during shifting.
Cruise Control Mode
When cruise control is activated the engine ECU may request the transaxle to downshift under trailing
throttle conditions to increase engine braking.
the electrical radiator fans are switch ON
the engine torque will be reduced and the W light on the instrument cluster will flash
protection.

3680-01
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
Output torque
Transaxle fluid temperature
Engine torque reduction requests -
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Schematic Diagram of Network Communication

7. POWER TRANSFER
Power transfer modes are as follow:
Manual: 1st gear (position M)
Drive: 1st gear
Drive: 2nd gear
Drive: 3rd gear
Drive: 4th gear - limp home mode
Drive: 5th gear
Drive: 6th gear -
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1) Gear Selection and Engagement Element
Gear Gear ratioEngagement element (clutch/band)
C1 C2 C3 B1 B2 1-2 OWC
M1 4.156 ON ON
1st 4.156 ON ON
2nd 2.375 ON ON
3rd 1.522 ON ON
4th 1.144 ON ON
5th 0.859 ON ON
6th 0.676 ON ON
Reverse 3.178 ON ON
GearON/OFF solenoid valve Variable bleed solenoid valve (VBS)
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
M1ON 101
1st ON 1 0 0-1
2nd ON ON 1 0 1 0-1
3rdON ON 101 0-1
4th 0 0 0-1
5th ON 011 0-1
6th ON ON 0 1 1 0-1
Rev. ON ON ON 1 1 1 0-1

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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.

3) Power Flow
Front planetary gear
Front sun gear (FSG)
Planetary hear pinion (PP)
Ring gear (Internal) 1.
2.
3.
Rear planetary gear
Forward sun gear (FSG)
Reverse sun gear (RSG)
Short pinion (SPP)
Long oinion (LPP)
Ring gear (RG) 4.
5.
6.
7.
8.Intermediate gearDrive gear
Driven gear 9.
10.
Differential gear
Pinion
Differential 11.
12.