check engine SSANGYONG MUSSO 1998 Workshop Repair Manual

M161 ENGINE INTAKE & EXHAUST 1G2-9
EXHAUST MANIFOLD
1 Oxygen Sensor..............................49.5-60.5 Nm
2 Bolt (4 pieces)........................................ 9-11 Nm
3 Upper Cover
4 Nut (11 pieces)...............................31.5-38.5 Nm5 Exhaust Manifold
6 Flange Bolt & Exhaust Pipe
Mounting Nut............................................ 30 Nm
7 Gasket ................................................... Replace
Removal & Installation Procedure
1. Remove the oxygen sensor if necessary.
Installation Notice
Tightening Torque 49.5 - 60.5 Nm
2. Unscrew the bolt (2) and remove the exhaust manifold upper
cover (3).
3. Unscrew the flange bolt (6) of front exhaust pipe and
separate the front exhaust pipe.
Installation Notice
Tightening Torque 30 Nm
Notice
Check the exhaust pipe mounting nut, and replace it with
new one if necessary.

OM600 ENGINE INTAKE & EXHAUST 1G3-7
Removal & Installation Procedure
1. Remove the bolt from the exhaust manifold and then remove
the front exhaust pipe.
Installation Notice
Tightening Torque 15 - 18 Nm
Notice
When tightening the nut(3), maintain the clearance between
exhaust manifold(1) and front exhaust pipe.
2. Remove the nut from the front of center muffler and then
remove the front exhaust pipe.
Installation Notice
3. Remove the nut from the rear of center muffler and then
remove the tail muffler.
Installation Notice
4. Remove the muffler mounting hanger from the rubber pad
and remove the center muffler and tail muffler.
Notice
Check the gasket, if necessary, replace the new one.
5. Installation should follow the removal procedure in the
reverse order.
Tightening Torque 28 - 47 Nm
Tightening Torque 28 - 47 Nm

2A-12 SUSPENSION DIAGNOSIS
SELF DIAGNOSIS TEST
DIAGNOSIS TEST
Special Tool Requirements : Scanner
1. Position the ignition switch to 'OFF'.
2. Connect Scanner harness connector to the engine
compartment diagnosis socket.
3. Turn the ignition switch to 'ON' position.
4. Select "Electronic control vehicle diagnosis" from function
selection display and press "Enter".
5. Select "Musso ('98 model year)" from vehicle model selection
display and press 'Enter'.
6. Select "Electronic suspension system (ECS)" from control
system selection display and press 'Enter'.
7. Select "Self-diagnosis" from diagnosis item selection display.
Notice
Check sensor value output display, if necessary.
8. Determine the fault code and check defective component.
Notice
Refer to self-diagnosis list.

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.

FRONT DRIVE AXLE 3A-5
VACUUM CIRCUIT
1 Engine
2 Vacuum Pump
3 3-way Connector
4 T-connector
5 Check Valve6 Auto locking Hub Solenoid Valve
7 T-connector Hose
8 Hub Hose (left)
9 Hub Hose (right)

HYDRAULIC BRAKES 4A-7
MAINTENANCE AND REPAIR
ON-VEHICLE SERVICE
BLEEDING THE BRAKES
For Master Cylinder Replacement
1. Add oil after master cylinder replacement.
2. Run the engine and depress the brake pedal several times
to build pressure and then keep the pedal fully depressed.
3. Loosen the screws of primary and secondary pipe at the
master cylinder outlets to bleed air.
4. Repeat above step No.3 several times until there are no
more air bubbles.
5. Bleed air in the system at the hydraulic unit outlet pipe and
wheel if pressure building is not enough by depressing the
pedal only after above air bleeding.
For Caliper and Brake Hose Replacement
1. Check the oil level from the oil reservoir and refill if necessary.
2. Run the engine and depress the pedal several times to
build pressure and then keep the pedal fully depressed.
3. Connect a vinyl tube to the caliper breather and prepare a
container to coentain brake oil.
4. Loosen the breather screw until there are no more bubbles.
5. Bleed air in the system at four (4) wheels in order as shown
in right figure if pressure building is not enough by depressing
the pedal after above air bleeding.
Tightening Torque
9 - 14 Nm
Item
Front Bleeder Screw
Rear Bleeder Screw
Notice
lDo not reuse the bled brake fluid.
lAlways bleed the air after replacing brake fluid or
master cylinder, caliper, brake hose and pipe.
lAlways operate in normal order.

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 the
wiring.
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 a
loose 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 acceptable
limits 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 the
solenoid 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 acceptable
limits 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 normal
operating 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 Pressure
Solenoid)
Throttle Not LearntSolenoid
9
10
11
12
13

AUTOMATIC TRANSMISSION 5A-69
MECHANICAL TESTS
In Vehicle Transmission Checks
Carry out the following tests before removing the transmission.
lSee Checking Transmission Fluid Level, Section 7.2.1.
lCheck that the transmission oil is not burnt (colour and smell are correct).
lEnsure that the transmission is not in limp home mode (LHM).
lCheck that the battery terminals and the earth connections are not corroded or loose.
lCheck the engine stall speed is within the handbook value.
lCheck that the cooler flow is not restricted.
lCheck that all electrical plug connections are tight.
lCarry out a road test to confirm the symptoms, if necessary.
lInspect the oil, ensure that there are no metal or other contaminants in the oil pan.
Diagnosing Oil Leaks
Determine the source of oil leaks by firstly cleaning down the affected area, then driving the vehicle.
Inspect the seals to confirm the source of the leak.
lTo determine the source of a rear servo oil leak, raise the vehicle on a hoist, then carry out a reverse stall.
lTo determine the source of a front servo leak, raise the vehicle on a hoist, then run the vehicle in second gear.
Troubleshooting Charts
The troubleshooting charts are set out as follows:
lTable 6.2.1 Drive Faults,
lTable 6.2.2 Faulty Shift Patterns.
lTable 6.2.3 Shift Quality Faults.
lTable 6.2.4 After Teardown Faults.
Table 6.2.1 - Drive Faults
Action
Check the fluid level. Top up as necessary.
Inspect and clean C1/C2 feed.
Reinstall/renew the ‘z’ link.
Remove, clean and re-install the PRV.
Inspect and replace as necessary.
Inspect and replace as necessary.
Inspect and replace as necessary.
Check servo adjustment or replace rear band
as necessary.
Check for failure in C3, C3 hub or C1/C2 cylin-
der. Repair as necessary.
Inspect and clean PRV.
Inspect and replace pump gears as necessary.
Inspect and repair as necessary. Possible Cause
Insufficient auto transmission fluid.
Blocked feed in C1/C2 cylinder.
‘Z’ link displaced.
Primal regulator valve (PRV) jammed open.
Overdrive shaft or input shaft seal rings
failed.
3-4 or 1-2 one way clutch (OWC) installed
backwards or failed.
C2 piston broken or cracked.
Rear band or servo faulty.
Failure in C3, C3 hub or C1/C2 cylinder.
Jammed primary regulator valve (PRV).
Damaged/broken pump gears.
Dislodged output shaft snap ring.Symptom
No Drive in D
No Drive in
Reverse
No engine braking
in Manual 1
Engine braking in
Manual 1 is OK
No drive in Drive
and Reverse

AUTOMATIC TRANSMISSION 5A-75
SELF DIAGNOSIS TEST
1. Turn the ignition switch to “OFF” position.
2. Connect the scanner harness connector to the engine
compartment diagnosis socket.
3. Turn the ignition switch to “ON” position.
4. Select “Electronics control vehicle diagnosis” from the
function selection display and press “Enter”.
5. Select “Musso(98 face lift)” from the vehicle model selection
model selection display and press “Enter”.
6. Select “Transmission control unit(TCU)” from the control
system selection and press “Enter”.
7. Select “Self-diagnosis” from diagnosis items.
Notice
Check sensor output value displays if necessary.
8. Determine the fault code and check the detective Items.
Notice
Refer to sefadf3fnosfs list.

5A-76 AUTOMATIC TRANSMISSION
Action
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck voltage between terminal 27 and 29 of TCU,
- Standard value : 0.2 - 4.7V
lCheck TPS.
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck engine speed sensor.
lCheck resistance between terminal 8 and 24 of TCU (when the
connector is disconnected).
- Standard value : 1 .9 - 0.2 k
W
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck vehicle speed sensor.
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck engine speed sensor.
lCheck inhibitor switch resistance between terminal 34 and 37 of
TCU(when the connector is disconnected).
- Standard value : 1st gear - 4 - 4.4 k
W
2nd gear - 4,8 - 2.2 kW
3rd gear - 3 - 3.4 kW
D gear - 4.5 - 4.g kW
N gear - 6.8 - 7.2 kW
R gear - 10.8 -11.2 kW
P gear - 18.6 - 19 kW
lCheck voltage between terminal 31 and 37 of TCU.
- Standard value : 0-5V(P,R,N,D,L)
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck mode switch.
lCheck condition between terminal 1 and 13 of TCU.
Winter mode :12V, Normal mode : Open status, Power mode : 0V
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck voltage between terminal 32 and 38 of TCU.
- Standard value : 0-5V
lCheck oil temperature sensor.
lCheck cable for open / short.
lCheck connection of other connectors.
lCheck battery condition.
lCheck alternator. Possible Cause
Throttle position sensor
Engine RPM
Vehicle speed
Shift lever
W, E, P mode switch
T/M oil temperature
Battery voltage Symptom
P1702
P1703
P1704
P4705
P1706
P1707
P1708
Self-diagnosis List