tow SSANGYONG MUSSO 1998 Workshop User Guide

OM600 ENGINE MECHANICAL 1B3-167
6. Coat the cylinder bore, connecting rod bearing journal,
connecting rod bearing shell and piston with oil.
7. Compress the piston rings with a tensioning strap (7).
Tensioning Strap 000 589 04 14 00
8. Insert the piston assembly into the cylinder with a wooden
stick (18).
Notice
The arrow on the piston crown must point toward the front
of vehicle.
9. Insert the connecting rod bearing shells (9, 10).
Notice
Be careful of the difference in upper and lower bearing
shells and not to be changed.
10. Position the connecting rod bearings caps.
Notice
Position so that the retaining lugs are on the same side of
the connecting rod bearing(arrow).
11. Measure stretch shaft diameter (C) of the connecting rod
bolts.
Limit ‘C’ 7.1mm

1F3-28 OM600 ENGINE CONTROLS
Tools Required
001 589 65 09 00 Socket Wrench Insert
000 589 00 68 00 Cleaning Set
Repair Procedure
1. Clamp the nozzle holder (1) in a vice and remove the nozzle
tensioning nut (8).
Notice
Use protective jaws for clamping.
2. Disassemble the fuel injection nozzle.
Socket Wrench Insert 001 589 65 09 00
3. Clean the nozzle needle (6) and nozzle body (7) with an
abradant.
4. Clean the nozzle seat with cleaning cutter.
Cleaning Set 000 589 00 68 00
5. Immerse nozzle needle (6) and nozzle body (7) in filtered
diesel fuel. When the nozzle body is held vertical, the weight
of the nozzle needle must cause it to slide down toward the
nozzle needle seat.
6. Assemble the injection nozzle so that the tip of the thrust
(4) pin is facing toward the nozzle holder.
Tightening Torque 80 Nm
Notice
Nozzle needle (6) and nozzle body (7) should always be
replaced as a pair.

1G1-8 M162 ENGINE INTAKE & EXHAUST
Function Description
A pneumatically actuated resonance flap (5) is located on the
intake manifold, and will be opened and closed by load, which
operates resonance flap according to engine and controlled
by ECU and rpm.
1. Resonance flap closed (at idle/partial load : less than
3,800/rpm)
The switch valve (7) will be adjusted by ECU and resonance
falp will be colosed. By increasing air flow passage through
dividing intaking air flow toward both air collection housing
(8). This leads to a signficant increase in the torque in the
lower speed range.
2. Resonance flap open (at full load : over 3,800/rpm)
The switch valve (7) will not be adjusted by ECU and
resonance falp (5) will be open. The colllected air in the air
collection housing (8) will not be divided and intaking air
passage will be shorten.

WHEEL ALIGNMENT 2B-9
GENERAL DESCRIPTION AND SYSTEM OPERATION
FOUR WHEEL ALIGNMENT
CASTER
Caster is the tilting 91 the uppermost point of the steering
axis either forward or backward from the vertical when
viewed from the side of the vehicle. A backward tilt is
positive, and a forward tilt is negative. Caster influences
directional control of the steering but does not affect
tire wear. Weak springs or overloading a vehicle will affect
caster. One wheel with more positive caster will pull
toward the center of the car. This condition will cause
the car to move or lean toward the side with the least
amount of positive caster. Caster is measured in degrees.
CAMBER
Camber is the tilting of the top of the tire from the vertical
when viewed from the front of the vehicle. When the
tires tilt outward, the camber is positive. When the tires
tilt inward, the camber is negative. The camber angle is
measured in degrees from the vertical. Camber
influences both directional control and tire wear.
If the vehicle has too much positive camber, the outside
shoulder of the tire will wear. If the vehicle has too much
negative camber, the inside shoulder of the tire will wear. The first responsibility of engineering is to design safe
steering and suspension systems. Each component
must be strong enough to withstand and absorb extreme
punishment. Both the steering system and the front and
the rear suspension must function geometrically with
thebody mass.
The steering and the suspension systems require that
the front wheels self-return and that the tire rolling effort
and the road friction be held to a negligible force in order
to allow the customer to direct the vehicle with the least
effort and the most comfort.
A complete wheel alignment check should include
measurements of the rear toe and camber.
Four-wheel alignment assures that all four wheels will
be running in precisely the same direction.
When the vehicle is geometrically aligned, fuel economy
and tire life are at their peak, and steering and
performance are maximized.
TOE
Toe-in is the turning in of the tires, while toe-out is the
turning out of the tires from the geometric centerline or
thrust line. The toe ensures parallel rolling of the wheels.
The toe serves to offset the small deflections of the wheel
support system which occur when the vehicle is rolling
forward. The specified toe angle is the setting which
achieves 0 degrees of toe when the vehicle is moving.
Incorrect toe-in or toe-out will cause tire wear and
reduced fuel economy. As the individual steering and
suspension components wear from vehicle mileage,
additional toe will be needed to compensate for the wear.
Always correct the toe dimension last.

3A-22 FRONT DRIVE AXLE
Inspection of Ring Gear Tooth Contact Pattern
Normal Contact
Apply gear-marking compound (prussian blue / red lead) on
the ring gear teeth. Rotate the ring gear and check the tooth
contact pattern.
Abnormal Contact
Tooth Contact patternPossible CauseRemedy
1. Heel Contact
2. Toe Contact
3. Face Contact
4. Flank ContactInsufficient backlash (little)
lTooth can be damaged
or broken under heavy
load
Excessive backlash (much)
lDrive pinion shaft is apart
from the ring gear
lNoise can be occurred
Insufficient backlash (much)
lGear contacts on the low
flank
lGear can be damaged or
worn
lNoise can be occurredAdjust backlash(Decrease backlash)
lSelect proper shim(s) to move the
drive pinion toward the ring gear
(toward toe)
Adjust backlash(Increase backlash)
lSelect proper shim(s) to move the
drive pinion against the ring gear
(toward heel)
Adjust backlash(Increase pinion shim)
lMove the drive pinion toward the ring
gear (toward center of ring gear)
Adjust backlash(Decrease pinion shim)
lMove the ring gear toward the drive
pinion (toward ring gear center line) Excessive backlash (little)
lNoise can be occurred

REAR DRIVE AXLE 3D-15
Inspection of Ring Gear Tooth Contact Pattern
Normal Contact
Apply gear-marking compound (prussian blue / red lead) on
the ring gear teeth. Rotate the ring gear and check the tooth
contact pattern.
Abnormal Contact
Tooth Contact patternPossible CauseRemedy
1. Heel Contact
2. Toe Contact
3. Face Contact
4. Flank ContactInsufficient backlash (little)
lTooth can be damaged
or broken under heavy
load
Excessive backlash (much)
lDrive pinion shaft is apart
from the ring gear
lNoise can be occurred
Insufficient backlash (much)
lGear contacts on the low
flank
lGear can be damaged or
worn
lNoise can be occurredAdjust backlash(Decrease backlash)
lSelect proper shim(s) to move the
drive pinion toward the ring gear
(toward toe)
Adjust backlash(Increase backlash)
lSelect proper shim(s) to move the
drive pinion against the ring gear
(toward heel)
Adjust backlash(Increase pinion shim)
lMove the drive pinion toward the ring
gear (toward center of ring gear)
Adjust backlash(Decrease pinion shim)
lMove the ring gear toward the drive
pinion (toward ring gear center line) Excessive backlash (little)
lNoise can be occurred

5B-18 MANUAL TRANSMISSION
8. Remove the counter shaft thrust race and bearing.
9. Carefully remove the oiling funnel from the end of the
counter shaft.
10. Using a 10 mm wrench, remove the 10 bolts from the shift
cover.
Notice
For assembly, note the location of the two bolts.
11. Lift up the shift cover after sliding it toward the drain plug
about 3 cm. At this time remove sealer bond.
12. Using a needle nose pliers, remove the 5-R lever clip.

5D2-4 TRANSFER CASE (TOD)
FUNCTION DESCRIPTION
lTOD System Select Mode (4H and 4L)
4H is the mode when drive normally of which gear ratio is 1:1 and 4L mode distributes power to front and rear
wheels 50:50 of which gear ratio is 2.48:1.
lTOD System Function (select 4H mode)
TOD system controls clutch mechanism to comply with rotation in front and rear propeller shaft and if its difference
exceeds the permissible range, corresponding power is distributed into front wheel through EMC (Electro-Magnetic
Clutch).
Hall effect sensor signals speed on front and rear propeller shafts going through with TOD control unit.
Transfercase clutch coil is activated by variable current on exceeding difference of speed in front and rear propeller
shafts.
lFunction of 4L Mode
When select 4L mode, EMC is locked to apply maximum torque into front and rear propeller shafts. Shift motor
rotates also 4L position by rotation of cam thus propeller shaft torque changes from 1:1 to 2.48:1 by planetary
gear set.
lShift Motor
It locates backside transfer case, which drives rotary helical cam.
When mode select switch changes to 4L, shift fork is on position for 2.48:1 by rotation of helical cam.
lTransfer Case
TOD transfer case distributes power into front and rear axle by operation of 4H/4L switch and shift motor.
Shifting 4H to 4L, is performed towards reducing HI-LO collar by means for connection HI-LO shift fork with
output shaft in order to join with planetary gear. Torque transmits input shaft then sun gear rotating front planetary
gear. Front planetary gear join with output shaft and drives LO position.

TRANSFER CASE (TOD) 5D2-15
DIAGNOSIS
While the TCCU is active it periodically monitors its inputs and outputs. If a fault is detected the “4WD CHECK” lamp
is illuminated and a fault code is stored in the TCCU memory.
When requested, fault codes are downloaded to a diagnostic connector (K-line) serial communications using SCAN-
100.
DIAGNOSTIC TESTS
1.TCCU Internal Function
When the Ignition is turned on the TCCU tests its ROM and RAM. If there is a fault, the TCCU immediately resets
itself and re-tests the ROM and RAM. If the fault persists the TCCU continues to reset and re-test until the fault is
corrected or the ignition is turned off. All TCCU functions are inhibited until the fault is corrected. The “4WD
CHECK” lamp is not illuminated if there is a ROM or RAM fault.
If the ROM/RAM passes the EEPROM memory is tested. If there is a fault the “4WD CHECK” lamp is illuminated
and the TCCU continues to operate using the default calibration data stored in ROM. Fault codes are not stored
when there is an EEPROM fault.
An EEPROM fault can only be cleared by cycling ignition off-on.
2.Shift Motor Assembly Test
If the TCCU detects a shift motor or position encoder fault continuously for one second the ‘4WD CHECK” lamp is
turned on and the appropriate fault code is stored in memory.
a. A shift motor fault when the motor is off is defined as follows:
Motor H-L shorted to Ground
Motor L-H shorted to Ground
Motor open circuit
b. A shift motor fault when the motor is energized is defined as follows:
Motor H-L shorted to Ground
Motor L-H shorted to Ground
Motor H-L shorted to Motor L-H
Motor open circuit
c. A position encoder fault is defined as follows:
Any position code which does not correspond to the valid 9 codes.
A short to ground on any of the encoder lines.
d. If no shifts are in progress when a failure occurs the TCCU will not respond to any shift commands.
e. If a shift command has been received, but not acted upon when a failure occurs the TCCU will cancel the
command and not respond to any subsequent shift commands.
f. If a shift command is in progress when an invalid position code is confirmed it will be halted and the TCCU will
turn the motor toward the high position. Afterwards the TCCU will not respond to any shift commands.

TRANSFER CASE (TOD) 5D2-23
Error of signal in engine throttle position ; fault
code 1715, 1716
lPhenomenon
1. Upon diagnosis by SCAN-100, it display on 1715,
1716 codes.
lCause
1. Bad communication line between E/G ECU and CAN.
2. Defect of TOD control unit.
3. Defect of E/G ECU.
Check connection status of connector through CAN
communication line.
1. Check connection of connector.
- Does connector connect correctly between TOD
control unit and E/G ECU?
2. In case of bad connection, connect correctly then
perform the follows ;
a. Delete the memorized fault code using SCANNER.
b. Ignition “OFF”.
c. Ignition “ON”.
d. Diagnose by SCANNER.
- Does it display fault codes “1715” or “1716”.Ye s
No
B1
Ye s
No
Check connection status of CAN communication line towards
E/G ECU.
1. Ignition “OFF”.
2. Disconnect 30 pin connector towards TOD control unit.
3. Measure resistance between pin No.22 and 23 in wiring
connector using multi-tester.
- Specified value
- Measured value is within specified range? B2
115-125W
Ye s
No
Check connection status of CAN communication line towards
TOD control unit.
1. Ignition “OFF”.
2. Disconnect coupling of E/G ECU (gray, 1-60 pin).
3. Measure resistance between pin No.37 and 38 in
coupling using multi-tester.
- Specified value
- Measured value is within specified range? B3
115-125W
Ye s
No Test Stage / Contents
Result
Stage Test Contents and ProcedureSpecified Value
/Yes/NoCountermeasure
Perform B2 stage
Perform B1-2 stage
Perform B2 stage
Normal system
Perform B3 STAGE
Perform B4 stage,
check and replace E/
G ECU
Perform B5 STAGE
Replace TOD control
unit