air condition SSANGYONG MUSSO 2003 Owner's Manual

M162 ENGINE CONTROLS 1F1-41
Application
Pin No.Description
- Starter motor TM.50- - Electronic ground--- Lambda probe 1 heating Power ground TM.31
V-BATTERY TM.87
V-BATTERY TM.30Immobilizer crypto read Immobilizer crypto write -Lambda probe 1 groundLambda probe 1 signal- - -Brake switch-- - --Air conditioning clutch relay- - -1 23 4 5678 9
10 11
12 13 14 15161718 19 20212223 24 25262728 29 30-
TM.50 - -
GND - --
LSH1
TM.31TM.87TM.30
WFS I/O WFS O
-
GND LS1 - - -
BRS -- - --
KLIKU - - - -
--
-- -





-

- - -
-- - --
- - - -
- -
- --






-

- - -
-- - --
- - -
: Standard, : Option Remarks
Abbreviation E32 ENG,
5speed M/T
E32 ENG,
4speed A/T (BTRA)

1F1-42 M162 ENGINE CONTROLS
Pin No.Description
Pedal potentiometer 1 ground Pedal potentiometer 1 supplyFuel pump relay
Tank purge valve Engine fan -CAN-LowCAN-High - - --Clutch switchAir conditioning Electronic traction signal(ABD) -Pedal potentiometer 1 signalPedal potentiometer 2 signalBrake light switchPedal potentiometer 2 ground Pedal potentiometer 2 supply Cruise accelerate/SetCruise resumeCruise decelerate/SetCruise safety contact switch - Cruise off switchDiagnostics(K-line)
Vehicle speed signalEngine speed signal31 323334 35 363738 39 40 41424344 45 4647484950 51 52535455 56 57585960GND
SP1+5V KP
TEV ML
-
CAN L
CAN H
- - --
KPL
KLIMA ETS
-
SP1SSP2S BLS
GND
SP2+2.5V
S+BWA
S-B
KSK -
AUS
DIAG
V-SIG
TN-SIG




-

- - --


-







-







-

- - --


-







-


Remarks
Abbreviation E32 ENG,
5speed M/T
E32 ENG,
4speed A/T (BTRA)

1F1-62 M162 ENGINE CONTROLS
PURGE SWITCHOVER VALVE
1 Purge Switchover Valve
2 Line to Engine
3 Line to Canister
4 Canister
Functions The fuel vaporization control system is installed to inhibit the fuel vaporized gas from discharging into the atmosphere. Thefuel vaporized gas that is accumulated in the canister abstractsthrough the purge switchover valve purification during the engine combustion (except the decreasing mode) and coolant temperature of over 80 °C. For this reason, the ECU transacts
the engine speed, air inflow quantity, coolant temperature, andintake temperature. The purge switchover valve is activated by the ECU frequency according with the engine rotating speed to adjust the purification rate. The purification rate is determined by the continuous valve opening interval. The purge switchover valve is activated by the ECU for the following conditions :
Coolant temperature of over 80 °C
Engine speed of over 1000rpm
2 Minutes after starting
When the fuel cut-off mode is not activated

SUSPENSION DIAGNOSIS 2A-3
DIAGNOSIS
GENERAL DIAGNOSIS
Checks
Loosened Mountings Damaged or Worn wheel BearingDamaged Shock Absorber
Damaged Tire Action
Retightening ReplaceReplaceReplace
Abnormal Noises
Checks
Broken Stabilizer Bar Faulty Shock Absorber Action
ReplaceReplace
Vehicle Rolling
Checks
Over Inflated Tire Faulty Shock Absorber Loosened wheel Nut Bent or Broken Coil Spring
Damaged TireWorn Bushing Action
Pressure Adjustment
Replace
Tighten as Specified ReplaceReplaceReplace
Poor Riding
Problems in the steering, the suspension, the tires, and the wheels involve several systems. Consider all systems when you diagnose a complaint. Some problems, suchas abnormal or excessive tire wear and scuffed tires,may by the result of hard driving. Always road test the
vehicle first. If possible, do this road test with the
customer. Proceed with the following preliminary checks. Correct any substandard conditions.
Checks
Incorrect Wheel Alignment Excessive Resistance of Lower Arm Ball Joint
Insufficient Tire PressureFaulty Power Steering
Action Repair
Replace Adjust
Repair or Replace
Hard Steering
Checks
Deformed Arm Assembly Worn BushingBent or Broken Coil SpringDifference Between L/H & R/H Heights Action
ReplaceReplaceReplace Adjust
Vehicle Pulls to Right or Left

4F-14 ANTILOCK BRAKE SYSTEM
Description
- When measured by multi - meter (AC) : output voltage > 70 mV
- When measured in oscilloscope :
output voltage 120 mV/P-P
Replace the sensor.
Check wire for ground and open.
Check connection of the wheel speed sensor con-
nector and ECU side connector.(Standard air gap : 0.15 - 1.20 mm)
Check output voltage of the sensor by rotating the wheel 1/2 - 1 revolution per second and shaking sen- sor wire.
- When measured by multi - meter (AC) :
output voltage > 70 mV
- When measured in oscilloscope :
output voltage 120 mV/P-P
Replace the sensor.
Check wire for ground and open.
Check connection of the wheel speed sensor con-
nector and ECU side connector.
Measure air gap between wheel teeth and wheelspeed sensor and check installation of wheel tooth.(Standard air gap : 0.15 - 1.20 mm)
Check output voltage of the sensor by rotating thewheel 1/2 - 1 revolution per second and shaking sen- sor wire.
- When measured by multi - meter (AC) :
output voltage > 70 mV
- When measured in oscilloscope : output voltage 120 mV/P-P
Replace the sensor.
Check number of teeth on the wheel rotor and itscondition.
- Number of teeth : 52
Check valve relay voltage.
Check connection of connector and terminals in the
ECU and hydraulic modulator.
Check ground.
Check terminals for open or short.(When connector is removed)
Replace the hydraulic modulator.
Defect Code
09 10
11
12 Application
Rear/left Wheel Speed Sensor (Signal) Rear/right Wheel Speed Sensor (Signal) Wheel Rotor
Valve Relay

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-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-68 AUTOMATIC TRANSMISSION
Description / Cause
The signal from the mode switch is unreliable.
This fault is caused by too many changes in the mode input signal
over a period of time. Typical causes would be an intermittent connec
tion in the switch or wiring or an intermittent short to ground in thewiring.
The data link between the TCU and the engine management module
is found to be unreliable because the checksum, or the data received, did not match the correct checksum.
This could be caused by an open circuit, short circuit to ground or aloose connection in the link wire itself.
Each solenoid in turn is switched off if it was energised, or switched on
if it was not energised by a very small 100 ms pulse. This pulse is too
short for the solenoid to react so transmission operation is not af fected.
The solenoid feedback voltage is measured before the 100 ms pulse
and again during the pulse. If the difference is outside the acceptablelimits the relevant fault messages are set.
Typical causes would be an open circuit in the wiring to or within the
solenoid, or a short circuit to ground in the wiring to, from or within thesolenoid in question.If several of these fault codes are presents check the wiring or
connectors that are common to the selected solenoids, especially the earth connections.
The state of the solenoid feedback voltage is outside acceptablelimits but the faulty solenoid could not be isolated.The current to solenoid 5 was outside acceptable limits.
This fault results from a mismatch between the current set point for
solenoid 5 and the current measured by the feedback within the TCU.
Typical causes would be an open circuit or short circuit to ground in
the wiring to, from or within the solenoid. It is also possible that there
has been a fault in the solenoid output circuit. If this is the case
however, the fault should be continually present.
The closed throttle position has not been learnt. This fault may be caused by the transmission not having reached normaloperating temperature or the engine idle speed being incorrect.The TCU will learn the closed throttle position automatically when the transmission is brought to normal operating temperature and the engine is allowed to idle in Drive with the‘ base idle ’ correctly set and the air conditioner (if fitted)
switched off.
Condition
Mode Switch Input Fault(Power/Economy Mode) Data Output Link Fault On/off Solenoid Fault (Solenoid 1,2,3,4,6,7) Solenoid 5 Fault
(Variable Pre ssure
Solenoid) Throttle Not LearntSolenoid
9
10 11 12 13

AUTOMATIC TRANSMISSION 5A-77
Action
Check cable for open / short.
Check connection of other connectors.
Check voltage between terminal 4 and 11 of TCU.
- Standard value : when the A/C compressor is ON : 12V
when the A/C compressor is OFF : 0V
Check cable for open / short,
Check connection of other connectors.
Check voltage between terminal 1 and 12 of TCU.
- Standard value : when the kick down switch is ON : 12V
when the kick down switch is OFF : 0V
Fully depress accelerator pedal for 5 seconds(ignition key is ON).
Release accelerator pedal.
Depress brake pedal and start the engine in ‘P’ position.
Depress brake pedal and idle the engine for 5 seconds in ‘D’
position.
Shift into ‘D’ position and determine fault code for throttle initial-
ization.
Complete the initialization.
Check cable for open / short.
Check connection of other connectors.
Check resistance between terminal 1 and 34 of TCU(when theconnector is disconnected).
- Standard value : 26 - 30
Check solenoid.
Check cable for open / short.
Check connection of other connectors,
Check resistance between terminal 1 and 40 of TCU (when theconnector is disconnected).
- Standard value : 26 - 30
Check solenoid.
Check cable for open / short.
Check connection of other connectors.
Check resistance between terminal 1 and 41 of TCU (when theconnector is disconnected).
- Standard value : 26 - 30
Check solenoid.
Check cable for open / short.
Check connection of other connectors.
Check resistance between terminal 1 and 33 of TCU (when theconnector is disconnected),
- Standard value : 26 - 30
Possible Cause
Air conditioner switch
Kick down switch Pedal
Vehicle ID
VPS offset
Throttle position sensor
initialization
Solenoid 1 Solenoid 2Solenoid 3Solenoid 4
Symptom
P1710 P1712P1713 P1714P1715P1716 P1733 P1734P1735 P1736

5A-80 AUTOMATIC TRANSMISSION6. Switch off the engine and raise the vehicle on the hoist, if applicable, ensuring that the vehicle is level.
7. Three minutes after the engine has stopped, but no longer than one hour, remove the filler pump, The correct level is reached when ATF is aligned with the bottom of the filler hole. If the correct level is not reached, then add
a small quantity of ATF to the correct level.
8. Replace the transmission filler plug and clean all remnants of ATF on the transmission and vehicle.
9. Tighten the transmission filler plug to specification.
Checking, Adding Fluid and Filling - Drained or Dry Transmission
To set the correct fluid level proceed as follows. 1. Set the transmission selector to Park and switch the engine off.
2. Raise the vehicle on a hoist (or leave over a service pit).
3. Clean all dirt from around the service fill plug prior to removing the plug, Remove the oil service fill plug. Clean the fill plug and check that there is no damage to the ‘O’ ring. Install the filler pump into the filler hole.
4. Lower the vehicle with the filler pump still connected and partially fill the transmission. This typically requires approximately :
a. If the transmission torque converter is empty:
9.0 litres - 4WD9.0 litres - RWD
b. If the transmission torque converter is full: 4.5 litres - 4WD4.5 litres - RWD
5. Start the vehicle in Park with the Parking brake and foot brake applied with the engine idling, cycle the transmission gear selector through all positions, adding ATF until gear application is felt.
6. Then add an additional 0.5 litres of ATF.
7. Switch off the engine and raise the vehicle on the hoist. Remove the filler pump and replace the filler plug. The plug shall be tightened to specification.
8. The vehicle is then to be driven between 3.5 and 4.5 kilometers at light throttle so that the engine does not exceed 2500 rpm. This should result in the transmission temperature being in the range 50 to 60 °C.
9. With the engine idling, cycle the transmission selector through all gear positions with the brake applied.
10. Stop the engine. Raise the vehicle on the hoist, if applicable ensuring the vehicle is level.
11. Three minutes after the engine has stopped, but no longer than one hour, remove the filler plug. The correct level is reached when ATF is aligned with the bottom of the filler hole. If the correct level is not reached, then add
a small quantity of ATP to the correct level.
12. Replace the transmission filler plug and clean all remnants of ATF on the transmission and vehicle. Tighten the transmission Filler plug to specification.
ELECTRONIC ADJUSTMENTS Idle Speed Adjustment
Carry out the adjustments to the idle speed as detailed in the workshop manual.
Throttle Position Calibration
Should the throttle position data stored in the TCU be lost or be out of specification, as indicated by a diagnostic
trouble message, it may be re-established by the following procedure. Check that the hot engine idle speed is within specification.
Allow the engine to idle in ‘Drive ’ for 60 seconds with the air conditioner (if fitted) turned off. The closed throttle
reference point in the TCU has now been set.
Switch the engine off but leave the ignition on. Hold the accelerator pedal on the floor for 60 seconds. The wide open
throttle reference point in the TCU has now been set.