automatic transmission fluid SSANGYONG KORANDO 1997 Service User Guide

SECTION 5A
AUTOMATIC TRANSMISSION
CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this cable
will help prevent personal injury and damage to the vehicle. The ignition must also be in LOCK unless
otherwise noted.
TABLE OF CONTENTS
Description and Operation . . . . . . . . . . . . . . . . . 5A-2
BTRA M74 4WD Automatic Transmission . . . . . . 5A-2
Operators Interfaces . . . . . . . . . . . . . . . . . . . . . 5A-2
Control Systems . . . . . . . . . . . . . . . . . . . . . . . . 5A-3
Electronic Control System . . . . . . . . . . . . . . . . . 5A-3
Hydraulic Control System . . . . . . . . . . . . . . . . . . 5A-9
Hydraulic Control Circuit . . . . . . . . . . . . . . . . . . 5A-10
Power Train System . . . . . . . . . . . . . . . . . . . . . 5A-14
Power Flows . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-18
Park and Neutral . . . . . . . . . . . . . . . . . . . . . . . 5A-20
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-22
Manual 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-24
Drive 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-26
Drive 2 and Manual 2 . . . . . . . . . . . . . . . . . . . . 5A-28
Drive 3 and Manual 3 . . . . . . . . . . . . . . . . . . . . 5A-30
Drive 3 Lock Up and Manual 3 Lock Up . . . . . . 5A-32
Drive 4 (Overdrive) . . . . . . . . . . . . . . . . . . . . . 5A-34
Drive 4 Lock Up . . . . . . . . . . . . . . . . . . . . . . . . 5A-36
Diagnostic Information and Procedures . . . . . 5A-38
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-38
Basic Knowledge Required . . . . . . . . . . . . . . . 5A-38
Functional Check Procedure . . . . . . . . . . . . . . . 5A-38
Transmission Fluid Level Service Procedure . . . 5A-38
Fluid Leak Diagnosis and Repair . . . . . . . . . . . 5A-39
Electrical / Garage Shift Test . . . . . . . . . . . . . . 5A-40
Road Test Procedure . . . . . . . . . . . . . . . . . . . . 5A-40
Electronic Adjustments . . . . . . . . . . . . . . . . . . 5A-40
Symptom Diagnosis . . . . . . . . . . . . . . . . . . . . . 5A-41
Drive Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-41
Faulty Shift Pattern . . . . . . . . . . . . . . . . . . . . . . 5A-42Shift Quality Faults . . . . . . . . . . . . . . . . . . . . . . 5A-44
After Teardown Faults . . . . . . . . . . . . . . . . . . . 5A-46
Trouble Code Diagnosis - Gasoline Vehicle . . 5A-48
TCM Diagnostic System Overview . . . . . . . . . . 5A-48
Clearing Trouble Codes . . . . . . . . . . . . . . . . . . 5A-48
Diagnostic Trouble Codes . . . . . . . . . . . . . . . . 5A-48
Trouble Code Diagnosis - Diesel Vehicle . . . . . 5A-50
TCM Diagnostic System Overview . . . . . . . . . . 5A-50
Clearing Trouble Codes . . . . . . . . . . . . . . . . . . 5A-50
Diagnostic Trouble Codes . . . . . . . . . . . . . . . . 5A-50
Repair Instructions . . . . . . . . . . . . . . . . . . . . . . 5A-157
On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . . . 5A-157
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-157
Unit Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-160
Rebuild Warnings . . . . . . . . . . . . . . . . . . . . . . 5A-160
Disassembly Procedure . . . . . . . . . . . . . . . . . . 5A-161
Assembly Procedure . . . . . . . . . . . . . . . . . . . . 5A-171
Front and Rear Band Adjustment . . . . . . . . . . . 5A-199
Gear Shift Control Lever . . . . . . . . . . . . . . . . . . 5A-202
Kickdown Switch . . . . . . . . . . . . . . . . . . . . . . . 5A-202
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-203
General Specification . . . . . . . . . . . . . . . . . . . . 5A-203
Fastener Tightening Specifications . . . . . . . . . . 5A-205
Schematic and Routing Diagrams . . . . . . . . . . 5A-206
TCM Wiring Diagrams (Gasoline Engine) . . . . . 5A-206
TCM Wiring Diagrams (Diesel Engine) . . . . . . . 5A-208
Connector End View . . . . . . . . . . . . . . . . . . . . . 5A-210
Special Tools and Equipment . . . . . . . . . . . . . 5A-211
Special Tools Table . . . . . . . . . . . . . . . . . . . . . 5A-211

5A-2 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
OPERATORS INTERFACES
There are three operator interfaces as the following;
•Gear Shift Control Lever
Driving Mode Selector
Indicator Light
Gear Shift Control lever
The transmission uses a conventional shift control lever.
The gear shift control lever can be moved from one
position to another within the staggered configuration
of the shift control lever gate to positively indicate the
gear selection.
DESCRIPTION AND OPERATION
BTRA M74 4WD AUTOMATIC
TRANSMISSION
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.Of primary significance is the Transmission Control Mo-
dule (TCM) which is a microprocessor based control
system.
The TCM utilizes throttle position, rate of throttle open-
ing, engine speed, vehicle speed, transmission fluid
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 TCM drives a single proportional solenoid multi-
plexed to three regulator valves to control all shift feel
aspects. The output pressure of this solenoid is con-
trolled as a function of transmission fluid temperature
to maintain consistent shift feel throughout the
operating range.
Shift scheduling is highly flexible, and several indepen-
dent schedules are programmed depending on the ve-
hicle.
Typically the NORMAL schedule is used to maximize
fuel economy and driveability, and a POWER schedule
is used to maximize performance. WINTER schedule
is used to facilitate starting in second gear. Configuration Max.
Power
(kW)
320 160260 mm Torque
Converter-Wide
Ratio Gear Set
Splined Output for Transfer
Case
P - Park position prevents the vehicle from rolling
either forward or backward by locking the
transmission output shaft. The inhibitor switch
allows the engine to be started. For safety reasons,
the parking should be used in addition to the park
position. Do not select the Park position until the
vehicle comes to a complete stop because it
mechanically locks the output shaft.
R - Reverse allows the vehicle to be operated in a
rearward direction. The inhibitor switch enables re-
verse lamp operation.
KAA5A010

5A-4 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Output circuits which control external devices such
as the Variable Pressure Solenoid (VPS) driver, On/
Off solenoid drivers, a diagnostics output and the
driving mode indicator light.
Processing Logic
Shift schedule and calibration information is stored in
an Erasable Programmable Read Only Memory (EPROM).
Throttle input calibration constants and the diagnostics
information are stored in Electrically Erasable Program-
mable Read Only Memory (EEPROM) that retains the
memory even when power to the TCM is disconnected.
TCM 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 TCM initiates a
gear shift to bring the two states back into line.
Once the TCM has determined the type of gearshift
required the TCM accesses the shift logic, estimates
the engine torque output, adjusts the variable pressure
solenoid ramp pressure then executes the shift.The TCM continuously monitors every input and output
circuit for short or open circuits and operating range.
When a failure or abnormal operation is detected the
TCM records the condition code in the diagnostics
memory and implements a Limp Home Mode (LHM).
The actual limp home mode used depends upon the
failure detected with the object to maintain maximum
drive-ability 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 Trouble Code Diagnosis Section.
The TCM is designed to operate at ambient
temperatures between - 40 and 85 °C (- 40 and 185 °F).
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.
TCM Inputs
To function correctly, the TCM requires engine speed,
vehicle speed, transmission fluid temperature, throttle
position, gear position and Kickdown Switch inputs to
determine the variable pressure solenoid current ramp
and on/off solenoid states.
KAA5A030
This ensures the correct gear selection and shift feel
for all driving conditions.
The inputs required by the TCM are as follows;

AUTOMATIC TRANSMISSION 5A-5
SSANGYONG MY2002
Engine Speed
The engine speed signal is derived from the Control-
ler Area Network (CAN) via Engine Control Module
(ECM).
Vehicle Speed
The vehicle speed sensor, which is located in the
transfer case, sends the output shaft speed signal
to the Engine Control Module (ECM). The information
is then transferred to the TCM via the CAN.
Transmission Fluid Temperature
The transmission fluid temperature sensor is a
thermistor located in the solenoid wiring loom within
the valve body of the transmission. This sensor is
a typical Negative Temperature Coefficient (NTC)
resistor with low temperatures producing a high
resistance and high temperatures producing a low
resistance.
If the transmission fluid temperature exceeds 135
°C (275 °F), the TCM will impose converter lock-up
at lower vehicle speeds and in some vehicles
flashes the mode indicator light. This results in
maximum oil flow through the external oil cooler and
eliminates slippage in the torque converter. Both
these actions combine to reduce the oil temperature
in the transmission.
Minimum Temperature
(°C)Resistance (Ohms)
-20
0
20
100
135 (Overheat
Mode Threshold)13,638
5,177
2,278
117
75
Maximum
17,287
6,616
2, 723
196
85
Pin No. Wire ColorConnects to
1 Red Solenoid 1
2 BlueSolenoid 2
3 YellowSolenoid 3
4 OrangeSolenoid 4
5 GreenSolenoid 5
6 VioletSolenoid 6
7 BrownSolenoid 7
8 GreenSolenoid 5
9 White Temperature Sensor
10 Red Temperature Sensor
Pin No. Codes and colors in Solenoid Loom
KAA5A040KAA5A050
Gear Position Sensor
The gear position sensor is incorporated in the inhibitor
switch mounted on the side of the transmission case.
Inhibit starting of the vehicle when the shift lever is
in a position other than Park or Neutral
Illuminate the reverse lamps when Reverse is se-
lected
Indicate to the TCM which lever position has been
selected by way of a varying resistance. The gear position sensor is a multi-function switch pro-
viding three functions;
KAA5A060

AUTOMATIC TRANSMISSION 5A-11
SSANGYONG MY2002
Manual Valve
The manual valve is connected to the vehicle selector
mechanism and controls the flow of oil to the forward
and reverse circuits. The manual valve function is
identical in all forward gear positions except that in
the Manual 1 position an additional supply of oil is
directed to the 1-2 shift valve for application of the
rear band and the C4 overrun clutch. The manual valve
directs the line pressure into the PRND fluid circuits.
Valve Body
1-2 Shift Valve
The 1-2 shift valve is a two position valve that must be
switched to the 2, 3 and 4 position in order to get any
forward gear other than first gear. It is used for all 1-2
and 2-1 gearshifts.
The switching of this valve is achieved by using S1
and/ or S2.
During a 1-2 gearshift drive oil from the manual valve
passes through to the second gear circuit. During a 2-
1 gearshift the band apply feed oil is allowed to exhaust
via the 1-2 shift valve.
The 1-2 shift valve works in conjunction with the 3-4
shift valve to disengage the C4 clutch in first gear,
and engage C4 in second gear. When Manual 1 is
selected the C4 clutch and rear band (B2) are engaged.2-3 Shift Valve
The 2-3 shift valve is a two position valve. It is used
on all 2-3 and 3-2 gearshifts.
The switching of this valve is achieved by S2 which is
located at the end of the valve spool.
In the 1, 2 position, second gear oil from the 1-2 shift
valve is prevented from entering the third gear circuit.
When the valve is moved to the 3, 4 position, oil from
the second gear circuit is routed to the third gear circuit
and the transmission is changed to third gear.
3-4 Shift Valve
The 3-4 shift valve is a two position valve. It is used
for all 3-4 and 4-3 gearshifts.
The switching of this valve is achieved by S1 which is
located at the end of the valve spool.
During a 3-4 gearshift the 3-4 shift valve:
Exhausts the front band release (B1R) circuit
thereby allowing the application of the front band
(B1).
Connects the inner apply area of the front servo
(B1AI) to the Band Apply Feed (BAF) circuit thus
allowing greater apply forces to the front band.
Exhausts the Overrun Clutch (OC) circuit which al-
lows the C4 clutch to disengage.
KAA5A100
KAA5A120 KAA5A90KAA5A110

AUTOMATIC TRANSMISSION 5A-15
SSANGYONG MY2002
3-4
OWC
X
X
X
X
X 1-2
OWC
X B2
X
X B1
X
X C4
X
X
X
Gear set-sprag-centre support
C1 -C2 -C3 -C4 clutch sub-assembly
Pump assembly
Valve body assembly
One, or a combination of selective washers are used
between the input shaft flange and the number 4
bearing to control the transmission end float. This
arrangement allows for extensive subassembly testing
and simplistic final assembly during production.
A general description of the operation of the Power
Train System is detailed below.
First gear is engaged by applying the C2 clutch and
locking the 1-2 One Way Clutch (1-2 OWC). The 1-2
shift is accomplished by applying the B1 band and
overrunning the 1-2 OWC. The 2-3 shift is
accomplished by applying the C1 clutch and releasingthe B1 band. The 3-4 shift is accomplished by re-
applying the B1 band and overrunning the 3-4 OWC.
Reverse gear is engaged by applying the C3 clutch
and the B2 band.
The C4 clutch is applied in the Manual 1, 2 and 3 ranges
to provide engine braking. In addition, the C4 clutch
is also applied in the Drive range for second and third
gears to eliminate objectionable freewheel coasting.
The B2 band is also applied in the Manual 1 range to
accomplish the low-overrun shift.
Both the front and rear servos are dual area designs
to allow accurate friction element matching without the
need for secondary regulator valves. All the friction
elements have been designed to provide low shift
energies and high static capacities when used with
the new low static co-efficient transmission fluids. Non-
asbestos friction materials are used throughout.
Gear
First
Second
Third
Fourth
Reverse
Manual 1Gear
Ratio
2.741
1.508
1.000
0.708
2.428
2.741C1
X
XC2
X
X
X
X
XC3
XLU
CLUTCH
X*
X ELEMENTS ENGAGED
* For Certain Vehicle Applications, Refer to the Owner's Manual.
KAA5A250

5A-38 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
DIAGNOSIS
BASIC KNOWLEDGE REQUIRED
You must be familliar with some basic electronics to
use this section of the Service Manual. They will help
you to follow diagnostic procedures.
Notice: Lack of the basic knowledge of this transmis-
sion when performing diagnostic procedures could re-
sult in incorrect diagnostic performance or damage to
transmission components. Do not, under any circum-
stances, attempt to diagnose a transmission problem
without this basic knowledge.
Notice: If a wire is probed with a sharp instrument
and not properly sealed afterward, the wire will corrode
and an open circuit will result.
Diagnostic test probes are now available that allow
you to probe individual wires without leaving the wire
open to the environment. These probe devices are
inexpensive and easy to install, and they permanently
seal the wire from corrosion.
Special Tools
You should be able to use a Digital Volt Meter (DVM),
a circuit tester, jumper wires or leads and a line
pressure gauge set. The functional check procedure
is designed to verify the correct operation of electronic
components in the transmission. This will eliminate the
unnecessary removal of transmission components.
FUNCTIONAL CHECK
PROCEDURE
Begin with the Functional Check Procedure which pro-
vides a general outline of how to diagnose automatic
transmission. The following functional check procedure
will indicate the proper path of diagnosing the transmis-
sion by describing the basic checks and then referenc-
ing the locations of the specific checks.
Check the fluid level according to the Fluid Level
Service Procedure.
Check the transmission fluid leak.
Check if the transmission fluid is not burnt by smell.
Notice: The specific fluid used in this transmission
turns brown during normal operation. Brown fluid
does not indicate a transmission fault.
Ensure that the transmission is not in Limp Home
Mode (LHM).
Check the battery terminals and the earth connec-
tions for corrosion or looseness.
Check that the cooler flow is not restricted.
Check all electrical plug connections for tightness.
Use on-board diagnostic tool or a scan tool to see
if any transmission trouble codes have been set.
DIAGNOSTIC INFORMATION AND PROCEDURES
Refer to the appropriate “Diagnostic Trouble Code
(DTC)” information and repair the vehicle as
directed. After repairing the vehicle, perform the
road test and verify that the code has not set again.
Perform the Electrical/Garage Shift Tests.
Perform the Road Test Procedure in this section.
Inspect the oil and check for metal or other contami-
nants in the oil pan.
TRANSMISSION FLUID LEVEL
SERVICE PROCEDURE
This procedure is to be used when checking a concern
with the fluid level in a vehicle. A low fluid level will
result in slipping and loss of drive/ reverse or delay on
engagement of drive/ reverse when the vehicle is cold.
The vehicle is first checked for transmission diagnostic
messages on the scan tool. If the oil level is low, it is
possible to register a vehicle speed signal fault.
The vehicle is to be test driven to determine if there is
an abnormal delay when selecting drive or reverse, or
loss of drive. One symptom of low fluid level is a
momentary loss of drive when driving the vehicle around
a corner. Also when the transmission fluid level is low,
a loss of drive may occur when the transmission fluid
temperature is low.
If there is no loss of drive when the vehicle is driven
warm and a vehicle speed signal fault is registered,
then fluid should be added to the transmission.
When adding or changing transmission fluid use only
Castrol TQ 95 automatic transmission fluid. The use of
incorrect fluid will cause the performance and durability
of the transmission to be severely degraded.
Fluid Level Diagnosis procedure
1. If the vehicle is at operating temperature allow the
vehicle to cool down for two hours, but no greater
than four hours. Or if the vehicle is at cool status,
start the engine and allow the engine to idle for
approximately 5 minutes or, if possible, drive the
vehicle for a few kilometers. This will allow the
transmission to be within the correct temperature
range. Transmission fluid level should be checked
at temperature 50 - 60 °C (82 - 140 °F).
Caution: Removal of the fluid filler plug when
the transmission fluid is hot may cause injury if
fluid drains from the filler hole.
2. With the brake pedal pressed, move the gear shift
control lever through the gear ranges, pausing a
few seconds in each range. Return the gear shift
control lever to P (Park). Turn the engine OFF.
3. Park the vehicle on a hoist, inspection pit or similar
raised level surface. The vehicle must be control
level to obtain a correct fluid level measurement.

AUTOMATIC TRANSMISSION 5A-39
SSANGYONG MY2002
4. Place a fluid container below the fluid filler plug.
5. Clean all dirt from around the fluid filler plug.
Remove the fluid filler plug. Clean the filler plug
and check that there is no damage to the ‘O’ ring.
If fluid drains through the filler hole the transmis-
sion may have been overfilled. When the fluid
stops draining the fluid level is correct. Install
the fluid filler plug and tighten it to 33 Nm (24
lb-ft).
If fluid does not drain through the filler hole, the
transmission fluid level may be low. Install the
filler pump into the filler hole. Lower the vehicle
with the filler pump still connected and partially
fill the fluid through the filler hole.
Start the vehicle in P (Park) with the parking
brake and the brake applied. With the engine
idling, move the gear shift. control lever through
the gear ranges, pausing a few seconds in each
range and adding the fluid until gear application
is felt.
Return the gear shift lever to P (Park).
Turn the engine OFF and raise the vehicle. When
the three minutes passed after the engine
stopped, remove the filler pump.
Check if the fluid level is aligned with the bottom
of the filler hole. If not, add a small quantity of
fluid to the correct level. Install the fluid filler
plug and tighten it to 33 Nm (24 lb-ft).
If fluid does not drain through the filler hole al-
though adding a total of 1.5 liters, the transmission
should be inspected for fluid leaks and any leaks
should be fixed before setting the transmission
fluid level.
6. When the fluid level checking procedure is com-
pleted, wipe any fluid around the filler plug with a
rag or shop towel.
Fluid Level Set After Service
1. Depending on the service procedure performed,
add the following amounts of fluid through the filler
plug hole prior to adjusting the fluid level:
Converter empty 8.0 liters (8.5 quarts)
Converter full 3.8 liters (4.0 quarts)
2. Follow steps 1 through 4 of the Fluid Level Diagnosis
Procedure.
3. Clean all dirt from around the fluid filler plug.
Remove the fluid filler plug. Clean the filler plug
and check that there is no damage to the ‘O’ ring.
4. Lower the vehicle with the filler pump still connected
and start the vehicle in P (Park) with the parking
brake and the brake applied. With the engine idling,
move the gear shift control lever through the gear
ranges, pausing a few seconds in each range and
adding the fluid until gear application is felt.Then add an additional 0.5 litres of fluid. Return
the gear shift lever to P (Park). Turn the engine OFF
and raise the vehicle. Install the fluid filler plug and
tighten it to 33 Nm (24 lb-ft).
5. Drive the vehicle at 3.5 to 4.5 kilometers with light
throttle so that the engine does not exceed 2500
rpm.
This should result in the transmission temperature
being in the range 50 - 60 °C (82 - 140 °F). With the
brake applied, move the shift lever through the gear
ranges, pausing a few seconds in each range at
the engine idling.
6. Return the gear shift lever to P (Park).
Turn the en-gine OFF and raise the vehicle on the
hoist, if applicable, ensuring the vehicle is level.
When the three minutes passed after the engine
stopped, remove the filler plug.
Check if the fluid level is aligned with the bottom of
the filler hole. If not, add a small quantity of fluid to
the correct level. Install the fluid filler plug and
tighten it to 33 Nm (24 lb-ft).
7. Wipe any fluid around the filler plug with a rag or
shop towel.
FLUID LEAK DIAGNOSIS AND
REPAIR
The cause of most external leaks can generally be lo-
cated and repaired with the transmission in the vehicle.
Methods for Locating Leaks
General Method
1. Verify that the leak is transmission fluid.
2. Thoroughly clean the suspected leak area.
3. Drive the vehicle for approximately 25 km (15 miles)
or until the transmission reaches normal operating
temperature (88 °C, 190 °F).
4. Park the vehicle over clean paper or cardboard.
5. Turn the engine OFF and look for fluid spots on the
paper.
6. Make the necessary repairs to correct the leak.
Powder Method
1. Thoroughly clean the suspected leak area.
2. Apply an aerosol type powder (foot powder) to the
suspected leak area.
3. Drive the vehicle for approximately 25 km (15 miles)
or until the transmission reaches normal operating
temperature (88 °C, 190 °F).
4. Turn the engine OFF.
5. Inspect the suspected leak area and trace the leak
path through the powder to find the source of the
leak.
6. Make the necessary repairs.

5A-40 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Dye and Black Light Method
1. Add dye to the transmission through the transmission
fluid filler plug. Follow the manufacturer’s recommen-
dation for the amount of dye to be used.
2. Use the black light to find the fluid leak.
3. Make the necessary repairs.
Repairing the Fluid Leak
Once the leak point is found the source of the leak
must be determined. The following list describes the
potential causes for the leak:
Fasteners are not torqued to specification.
Fastener threads and fastener holes are dirty or
corroded.
Gaskets, seals or sleeves are misaligned, damaged
or worn.
Damaged, warped or scratched seal bore or gasket
surface.
Loose or worn bearing causing excess seal or sleeve
wear.
Case or component porosity.
Fluid level is too high.
Plugged vent or damaged vent tube.
Water or coolant in fluid.
Fluid drain back holes plugged.
ELECTRICAL / GARAGE SHIFT
TEST
This preliminary test should be performed before a hoist
or road test to make sure electronic control inputs are
connected and operating. If the inputs are not checked
before operating the transmission, a simple electrical
condition could be misdiagnosed as a major
transmission condition.
A scan tool provides valuable information and must
be used on the automatic transmission for accurate
diagnosis.
1. Move gear shift control lever to P (Park) and set
the parking brake.
2. Connect scan tool to Data Link Connector (DLC)
terminal.
3. Start engine.
4. Turn the scan tool ON.
5. Verify that the appropriate signals are present.
These signals may include:
ENGINE SPEED
VEHICLE SPEED
THROTTLE POSITION
ACCEL. PEDAL POSITION
TRANSMISSION GEAR STATE
GEAR SHIFT LEVER POSITION
TRANSMISSION FLUID TEMPERATURE
CLOSED THROTTLE POSITION LEARN
OPEN THROTTLE POSITION LEARNT
CLOSED ACCEL. PEDAL POSITION LEARNT
OPEN ACCEL. PEDAL POSITION LEARNT
A/C COMPRESSOR STATUS
KICKDOWN SWITCH STATUS
4WD STATUS
MODE SWITCH
THROTTLE POSITION VOLTAGE
GEAR SHIFT LEVER POSITION VOLTAGE
TRANS. FLUID TEMPERATURE VOLTAGE
A/C SWITCH
KICKDOWN SWITCH VOLTAGE
4WD LAMP LOW VOLTAGE
4WD LAMP HIGH VOLTAGE
MODE SWITCH VOLTAGE
BATTERY VOLTAGE
6. Monitor the A/C COMPRESSOR STATUS signal
while pushing the A/C switch.
The A/C COMPRESSOR STATUS should come
ON when the A/C switch is pressed, and turn
OFF when the A/C switch is repushed.
7. Monitor the GEAR SHIFT LEVER POSITION signal
and move the gear shift control lever through all
the ranges.
Verify that the GEAR SHIFT LEVER POSITION
value matches the gear range indicated on the
instrument panel or console.
Gear selections should be immediate and not
harsh.
8. Move gear shift control lever to neutral and monitor
the THROTTLE POSITION signal while increasing
and decreasing engine speed with the accelerator
pedal.
THROTTLE POSITION should increase with en-
gine speed.
ROAD TEST PROCEDURE
Perform the road test using a scan tool.
This test should be performed when traffic and road
conditions permit.
Observe all traffic regulations.
ELECTRONIC ADJUSTMENTS
Idle Speed Adjustments
Carry out the adjustments to the idle speed as detailed
in the workshop manual.
Vehicle Coding
The vehicle coding is integrated as part of the
diagnostic software. A scan tool has the function to
code the ve-hicle through the K-line.

5A-40 AUTOMATIC TRANSMISSION
SSANGYONG MY2002
Dye and Black Light Method
1. Add dye to the transmission through the transmission
fluid filler plug. Follow the manufacturer’s recommen-
dation for the amount of dye to be used.
2. Use the black light to find the fluid leak.
3. Make the necessary repairs.
Repairing the Fluid Leak
Once the leak point is found the source of the leak
must be determined. The following list describes the
potential causes for the leak:
Fasteners are not torqued to specification.
Fastener threads and fastener holes are dirty or
corroded.
Gaskets, seals or sleeves are misaligned, damaged
or worn.
Damaged, warped or scratched seal bore or gasket
surface.
Loose or worn bearing causing excess seal or sleeve
wear.
Case or component porosity.
Fluid level is too high.
Plugged vent or damaged vent tube.
Water or coolant in fluid.
Fluid drain back holes plugged.
ELECTRICAL / GARAGE SHIFT
TEST
This preliminary test should be performed before a hoist
or road test to make sure electronic control inputs are
connected and operating. If the inputs are not checked
before operating the transmission, a simple electrical
condition could be misdiagnosed as a major
transmission condition.
A scan tool provides valuable information and must
be used on the automatic transmission for accurate
diagnosis.
1. Move gear shift control lever to P (Park) and set
the parking brake.
2. Connect scan tool to Data Link Connector (DLC)
terminal.
3. Start engine.
4. Turn the scan tool ON.
5. Verify that the appropriate signals are present.
These signals may include:
ENGINE SPEED
VEHICLE SPEED
THROTTLE POSITION
ACCEL. PEDAL POSITION
TRANSMISSION GEAR STATE
GEAR SHIFT LEVER POSITION
TRANSMISSION FLUID TEMPERATURE
CLOSED THROTTLE POSITION LEARN
OPEN THROTTLE POSITION LEARNT
CLOSED ACCEL. PEDAL POSITION LEARNT
OPEN ACCEL. PEDAL POSITION LEARNT
A/C COMPRESSOR STATUS
KICKDOWN SWITCH STATUS
4WD STATUS
MODE SWITCH
THROTTLE POSITION VOLTAGE
GEAR SHIFT LEVER POSITION VOLTAGE
TRANS. FLUID TEMPERATURE VOLTAGE
A/C SWITCH
KICKDOWN SWITCH VOLTAGE
4WD LAMP LOW VOLTAGE
4WD LAMP HIGH VOLTAGE
MODE SWITCH VOLTAGE
BATTERY VOLTAGE
6. Monitor the A/C COMPRESSOR STATUS signal
while pushing the A/C switch.
The A/C COMPRESSOR STATUS should come
ON when the A/C switch is pressed, and turn
OFF when the A/C switch is repushed.
7. Monitor the GEAR SHIFT LEVER POSITION signal
and move the gear shift control lever through all
the ranges.
Verify that the GEAR SHIFT LEVER POSITION
value matches the gear range indicated on the
instrument panel or console.
Gear selections should be immediate and not
harsh.
8. Move gear shift control lever to neutral and monitor
the THROTTLE POSITION signal while increasing
and decreasing engine speed with the accelerator
pedal.
THROTTLE POSITION should increase with en-
gine speed.
ROAD TEST PROCEDURE
Perform the road test using a scan tool.
This test should be performed when traffic and road
conditions permit.
Observe all traffic regulations.
ELECTRONIC ADJUSTMENTS
Idle Speed Adjustments
Carry out the adjustments to the idle speed as detailed
in the workshop manual.
Vehicle Coding
The vehicle coding is integrated as part of the
diagnostic software. A scan tool has the function to
code the ve-hicle through the K-line.