clutch SSANGYONG MUSSO 1998 Workshop Manual PDF

5A-52 AUTOMATIC TRANSMISSION
POWER FLOW - DRIVE 2 AND MANUAL 2
In Drive 2 and Manual 2, transmission drive is via the input shaft and forward clutch cylinder. The elements of the
transmission function as follows :
lThe C2 clutch is applied to drive the forward sun gear.
lThe forward sun gear drives the short pinion anti-clockwise.
lThe short pinion drives the long pinion clockwise.
lThe B1 band is applied holding the reverse sun gear stationary therefore the long pinion ‘walks’ around the
reverse sun gear taking the internal ring gear and output shaft with it in a clockwise or forward direction.
lThe C4 clutch is applied to bypass the 3-4 OWC and provide engine braking on overrun.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows: Solenoid S1 is
switched Off. S2 is switched On.
lSolonoid S1 is switched Off. S2 is switched On.
lDrive (line pressure) oil from the manual valve engages the C2 clutch.
lWhen S1 switches off , S1 oil pressure, which is derived from line 500 pressure, moves the 3-4 shift valve to
the left. At the same time S1 oil is directed to the 1-2 shift valve which moves the valve to the second gear
position.
l2nd oil (line pressure) from the 1-2 shift valve is directed to the band apply regulator valve, and to the 2-3 shift
valve.
lThe band apply regulator valve supplies 2nd oil (regulated to line pressure multiplied by the valve ratio) to the
band apply feed (BAF) circuit.
lBand apply feed oil is directed to:
- The outer apply area of the front servo
- The 1-2 shift valve to provide an exhaust port when the transmission is shifted to first gear
- The 3-4 shift valve for use when the transmission is shifted into fourth gear
lDrive (line pressure) is routed through the 3-4 shift valve to apply the C4 clutch.
Refer to figure 5.5 and table 5.6.
Table 5.6 - Engaged Elements - Drive 2 and Manual 2
Gear State
Drive 2 and Manual 2C1
-C2
XC3
-C4
XB1
XB2
-1-2
OWC
-3-4
OWC
XLU
CLUTCH
- ELEMENTS ENGAGED

5A-54 AUTOMATIC TRANSMISSION
POWER FLOW - DRIVE 3 AND MANUAL 3
In Drive 3 and Manual 3, transmission drive is via the input shaft to the forward clutch cylinder. The elements of the
transmission function as follows :
lThe C2 clutch is engaged to drive the forward sun gear.
lThe C1 clutch is engaged to drive the planet carrier.
lThe forward sun gear and the planet carrier are driven clockwise at the same speed therefore there is no
relative motion between the sun gear and the pinions.
lThe ring gear and output shaft are driven in a clockwise or forward direction at input shaft speed.
lThe C4 clutch is applied to bypass the 3-4 OWC and provide engine braking on overrun.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows:
lSolenoid S1 is switched Off. S2 is switched Off.
lWith S1 and S2 switched Off, the 2-3 and 3-4 shift valves are held in the third gear position by line 500
pressure.
lThe 1-2 shift valve is held in the third gear position by S1-S2 oil pressure.
l2nd oil (line pressure) from the 1-2 shift valve is directed to the band apply regulator valve. and to the 2-3 shift
valve.
lThe band apply regulator valve supplies 2nd oil (regulated to line pressure multiplied by the valve ratio) to the
band apply feed (BAF) circuit.
lBand apply feed oil is directed to:
- The outer apply area of the front servo
- The 1-2 shift valve to provide an exhaust port when the transmission is shifted to first gear
- The 3-4 shift valve for use when the transmission is shifted into fourth gear
l2nd oil at the 2-3 shift valve is directed to the 3rd oil circuit.
l3rd oil from the 2-3 shift valve is directed to the clutch apply regulator valve, and to the 4-3 Sequence Valve.
lThe clutch apply regulator valve supplies oil (regulated to line 500 pressure multiplied by the valve ratio) to the
clutch apply feed (CAF) circuit.
l The CAF oil is directed to:
- The C1 clutch
- The C1 bias valve
- The 4-3 sequence valve
lAt the 4-3 sequence valve the CAF oil becomes band 1 release feed (B1R-F) oil, and is directed through the
3-4 shift valve to the spring end of the 4-3 sequence valve, and to the release side of the front servo piston to
hold band 1 off.
lDrive (line pressure) is routed through the 3-4 shift valve to apply the C4 clutch.
Refer to figure 5.6 and table 5.7.
Table 5.7 - Engaged Elements - Drive 3 and Manual 3
Gear State
Drive 3 and Manual 3C1
XC2
XC3
-C4
XB1
-B2
-1-2
OWC
-3-4
OWC
XLU
CLUTCH
- ELEMENTS ENGAGED

5A-56 AUTOMATIC TRANSMISSION
POWER FLOW - DRIVE 3 LOCK UP AND MANUAL 3 LOCK UP
In Drive 3 Lock Up and Manual 3 Lock Up, transmission drive is the same as for Drive 3 but with the application of the
converter lock up clutch to provide positive no-slip converter drive.
Control
Control for Drive 3 Lock Up and Manual 3 Lock Up is the same as for Drive 3 with the addition of the converter clutch
circuit activated by solenoid S7.
lWhen S7 is switched On, S7 feed oil to the converter clutch control valve is switched off and allowed to exhaust
through the S7 solenoid. This allows the valve to move to the clutch engage position.
lRegulated apply feed oil, derived from line 500 oil at the converter clutch regulator valve, is directed by the
converter clutch control valve to the engage side of the converter clutch.
lConverter clutch release oil is exhausted at the converter clutch control valve.
lConverter feed oil is re-routed by the converter clutch control valve directly to the oil cooler and lubrication
circuit.
Refer to figure 5.7and table 5.8.
Table 5.8 - Engaged Elements - Drive 3 Lock Up and Manual 3 Lock Up
Gear State
Drive 3 Lock Up and Manual 3
Lock UpC1
XC2
XC3
-C4
XB1
-B2
-1-2
OWC
-3-4
OWC
XLU
CLUTCH
X ELEMENTS ENGAGED

AUTOMATIC TRANSMISSION 5A-57
POWER FLOW - DRIVE 4 (OVERDRIVE)
In Drive 4 (Overdrive), transmission drive is via the input shaft to the forward clutch cylinder.
The elements of the transmission function as follows :
lThe C1 clutch is applied to drive the planet carrier clockwise.
lThe B1 band is applied to hold the reverse sun gear stationary.
lAs the planet carrier tuns, the long pinion ‘walks’ around the stationary reverse sun gear and rotates around its
axis driving the internal ring gear and output shaft in a clockwise or forward direction at a speed faster than the
input shaft i.e. in overdrive ratio.
lThe forward sun gear is also driven faster than the input shaft and overruns the 3-4 OWC.
lThe C2 clutch is engaged to reduce the speed differential across the 3-4 OWC.
Control
To maintain this arrangement in the steady state solenoids and valves are activated as follows:
lSolenoid S1 is switched On. S2 is switched Off.
lWith S1 switched On the 3-4 shift valve is held in the fourth gear position by line 500 pressure on the small end
of the valve.
lWith S2 switched Off the 2-3 shift valve is held in the fourth gear position by line 500 pressure on the large
end of the valve.
lThe 1-2 shift valve is held in the fourth gear position by S2 oil pressure.
l2nd oil (line pressure) from the 1-2 shift valve is directed to the band apply regulator valve, and to the 2-3 shift
valve.
lThe band apply regulator valve supplies 2nd oil (regulated to line pressure multiplied by the valve ratio) to the
band apply feed (BAF) circuit.
lBand apply feed oil is directed to:
- the outer apply area of the front servo
- the inner apply area of the front servo piston via the 3-4 shift valve
- the 1-2 shift valve to provide an exhaust port when the transmission is shifted to first gear
l2nd oil at the 2-3 shift valve is directed to the 3rd oil circuit.
l3rd oil from the 2-3 shift valve is directed to the clutch apply regulator valve, and to the 4-3 Sequence Valve.
lThe clutch apply regulator valve supplies oil (regulated to line 500 pressure multiplied by the valve ratio) to the
clutch apply feed (CAF) circuit.
lThe CAF oil is directed to:
- the C1 clutch
- the C1 bias valve
- the 4-3 sequence valve
lDrive oil (line pressure) from the manual valve engages the C2 clutch
Refer to figure 5.8 and table 5.9.
Table 5.9 - Engaged Elements - Drive 4 (Overdrive)
Gear State
Drive 4 (Overdrive)C1
XC2
XC3
-C4
-B1
XB2
-1-2
OWC
-3-4
OWC
XLU
CLUTCH
- ELEMENTS ENGAGED

AUTOMATIC TRANSMISSION 5A-59
POWER FLOW - DRIVE 4 LOCK UP
In Drive 4 Lock Up, transmission drive is the same as for Drive 4 but with the application of the converter lock up clutch
to provide positive no-slip converter drive.
Control
Control for Drive 4 Lock Up is the same as for Drive 4 with the addition of the converter clutch circuit activated by
solenoid S7.
lWhen S7 is switched On, S7 feed oil to the converter clutch control valve is switched off and allowed to exhaust
through the S7 solenoid. This allows the valve to move to the clutch engage position.
lRegulated apply feed oil, delved from Line 500 oil at the converter clutch regulator valve, is directed by the
converter clutch control valve to the engage side of the converter clutch.
lConverter clutch release oil is exhausted at the converter clutch control valve.
lConverter feed oil is re-routed by the converter clutch control valve directly to the oil cooler and lubrication
circuit.
Refer to figure 5.9 arid table 5.10.
Table 5.10 - Engaged Elements - Drive 4 Lock Up
Gear State
Drive 4 Lock UpC1
XC2
XC3
-C4
-B1
XB2
-1-2
OWC
-3-4
OWC
-LU
CLUTCH
X ELEMENTS ENGAGED

AUTOMATIC TRANSMISSION 5A-65
If the gear lever is incorrectly adjusted, the transmission may shift gears on bumpy road surfaces.
6 Transmission Oil Temperature Sensing Fault
lAll shifts will be firm until the transmission has warmed up, because a high transmission oil temperature is
assumed.
If a fault is undetected, the temperature is likely to be evaluated as being lower than actual, resulting in softer shifts
with ‘end bump’ (very firm feel at the end of the shift).
7 Mode Setting Fault
lAll shifts will occur as if the mode is set to ‘NORMAL’.
lThe mode indicator will always be off indicating that ‘NORMAL’ mode is selected.
lThe mode indicator will not respond to changes in switch setting.
If a fault is undetected, the mode as indicated by the mode indicator is not likely to respond to the mode switch.
8 Battery Voltage Sensing Fault
If the battery voltage is low then shifts to first gear are inhibited.9 the battery voltage is high (>16.5V) then the
transmission goes into limp home (LHM) mode.
If a fault is undetected, the transmission is likely to incorrectly evaluate an ON/OFF solenoid fault resulting in limp
home mode (LHM) operation.
9 ON/OFF Solenoid Fault (Solenoids 1,2,3 and 4)
The transmission adopts its limp home mode (LHM) operation, described above. However, if solenoid 1 is faulty then
the fourth gear LHM strategy will be adopted independent of vehicle speed.
If a fault is undetected, the operation of the transmission is dependent on which solenoid is actually faulty. The
characteristics for different solenoid fault conditions are listed in table 6.1.2.
10 ON/OFF Solenoid Fault (Solenoids 6,7)
If solenoid 6 is found faulty it is always disabled resulting in high line pressure being applied continuously.
If solenoid 7 is found faulty it is disabled resulting in the transmission being locked always.
The transmission does not go into LHM.
11 Variable Pressure Solenoid Fault
The transmission adopts its LHM operation.
If a fault is undetected, the transmission shift feel is likely to be poor for all shifts.
12 Software Fault
The transmission adopts the third gear LHM strategy of operation, independent of vehicle speed. The operation of
the TCU under this condition is difficult to predict. Its operation may be erratic.
If a fault is undetected, the operation of the TCU is likely to be erratic.
13 Power Supply Fault
The transmission adopts the third gear LHM strategy of operation, independent of vehicle speed. If there is an
intermittent power supply connection, the TCU will power-up in fourth gear and then shift to the appropriate gear to
satisfy the conditions present. The power supply is not monitored for fault evaluation.
All faults except for solenoid faults can be recovered without having to turn the TCU off and back on. However, in
general the recovery requires that no faults are present for a period of time (approx. 3 or 30 seconds). Recovery from
a fault will not clear the fault from the keep alive memory
14 Transmission Sump Temperature Exceeding 135°C
lThe converter lockup clutch will be applied at lower speeds, causing a shudder through the vehicle.
lThe mode indicator will flash in some vehicles.
These faults can be due to the transmission oil overheating or due to an incorrect signal received from the temperature
sensor.

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

5A-70 AUTOMATIC TRANSMISSION
Action
Inspect S1. Repair or replace as necessary.
Check for 12 Volts applied to S1 at all times or
for wiring fault.
Inspect S1. Repair or replace as necessary.
Check for 12 Volts applied to S1 at all times or
for wiring fault.
Inspect S2. Repair or replace as necessary.
Check for open circuit or wiring fault.
Inspect S2. Repair or replace as necessary.
Check for open circuit or wiring fault.
Inspect and adjust as necessary.
Inspect and repair as necessary.
Inspect and replace or refit as necessary.
Inspect ‘O’ ring. Refit or replace as necessary.
Inspect the 2-3 shift valve. Repair or replace
as necessary.
Inspect C1 clutch. Repair or replace as neces-
sary.
Inspect ball. Refit or replace as necessary.
Inspect C4. Repair C4 or replace C4 wave plate
as necessary.
Inspect rear band adjustment. Adjust as nec-
essary.
Inspect ball- Refit or replace as necessary.
Inspect’0’ring. Refit or replace as necessary.
Inspect C4 and C4 wave plate. Repair or re-
place as necessary.
Inspect inhibitor switch.
Repair or replace as necessary.
Inspect the 1-2 shift valve.
Repair or replace as necessary
Inspect inhibitor switch.
Repair or replace as necessary.
Inspect the 2-3 shift valve.
Repair or replace as necessary. Possible Cause
S1 always OFF.
S1 always ON.
S2 always OFF.
S2 always ON.
B1 failed.
Loose band adjustment.
Front servo piston or seal failed.
S1/S2 ball misplaced,
Smaller’0’ring on front servo piston failed
or missing.
2-3 shift valve jammed.
C1 clutch failed or slipping in 3rd and 4th.
(Gives 1st in 3rd and 2nd in 4th.)
Over-run clutch (OC)/low ball misplaced.
C4 failed or C4 wave plate broken.
Rear band slipping when hot.
Reverse/Low-1st ball misplaced.
Rear servo inner ‘O’ ring missing.
C4 failed or C4 wave plate broken.
Inhibitor switch faulty.
1-2 shift valve jammed.
Inhibitor switch fault, 1-2 only.
2-3 shift valve jammed.Symptom
2-3 shift only
(no 4th or 1st)
1-4 shift only
1-3-4 (Delayed
1-2shift)
4-3 shift only
1-2-Neutral
(1st over run)
1-3 shift only
1-3-4 only
1-2-1 only
No manual 4-3,3-2
or 2-1
No manual 1st
1st gear only or
2nd,3rd, and 4th
only
1st and 2nd only
or 1st, 3rd and 4th
only

AUTOMATIC TRANSMISSION 5A-71
Table 6.2.2 - Faulty Shift Patterns
Action
Inspect inhibitor switch. Repair or replace as
necessary.
Inspect the 3-4 shift valve. Repair or replace
as necessary.
Inspect the release valve. Repair or replace as
necessary.
Inspect S3 or S2. Repair or replace as neces-
sary.
Inspect the regulator valve. Repair or replace
as necessary.
Inspect the ball. Refit or replace as necessary.
Inspect the sealing rings. Refit or replace as
necessary.
Inspect the ‘O’ rings. Refit or replace as neces-
sary.
Inspect the bleed ball. Refit or replace as nec-
essary.
Inspect S1 or S4. Repair or replace as neces-
sary.
Inspect the release valve. Repair or replace as
necessary.
Inspect the band. Adjust as necessary.
Inspect the ‘O’ rings. Refit or replace as neces-
sary.
Inspect S5. Repair or replace as necessary.
Inspect the regulator valve. Repair or replace
as necessary. Possible Cause
Inhibitor switch fault, 1-2-3 only.
3-4 shift valve jammed.
Jammed band 1 release valve.
Faulty S3 or S2 solenoid.
Faulty clutch apply regulator valve.
Missing or damaged clutch apply feed ball.
Damaged input shaft sealing rings.
Damaged C1 piston ‘O’ rings.
Damaged or dislodged C1 piston bleed
ball.
Faulty S1 or S4 solenoid.
Jammed band 1 release valve.
Incorrect front band adjustment.
Damaged front servo piston ‘O’ rings.
Faulty or damaged variable pressure
solenoid (S5).
Faulty band apply regulator valve.Symptom
1st,2nd and 4th
only or 1st,2nd,
and 3rd (tied up in
3rd)
Harsh 2-3 shift
Harsh 3-4 shift

5A-72 AUTOMATIC TRANSMISSION
Action
Drain and fill with specified ATF.
Check that S5 is fitted correctly, or replace S5.
Inspect band apply and clutch apply regulator
springs. Refit or replace as necessary.
Inspect the ball. Refit or replace as necessary.
Inspect C4 clutch. Replace or repair as neces-
sary.
Check the alignment. ]Realign as necessary.
Inspect wave plate. Replace as necessary.
Inspect S5 and replace as necessary.
Inspect the damper spring and replace as nec-
essary.
Replace spring as necessary.
Check the clearance and adjust as necessary.
Inspect C4. Repair or replace as necessary.
Inspect piston. Repair or replace as necessary.
Inspect and adjust band as necessary.
Replace the plug.
Replace the spring.
Replace the spring/plug.
Refit the ball.
Inspect the clutch. Repair the clutch as neces-
sary.
Inspect and clean C1 feed.
Replace the piston.
Inspect and replace the sealing rings and/or
shaft as necessary.
Inspect and replace the ball.
Inspect and replace the sealing rings and/or
shaft as necessary.
Inspect and repair the C1 clutch as necessary.
Refit the valve.
Replace the ball. Possible Cause
Incorrect auto transmission fluid (ATF).
S5 faulty won, or incorrectly fitted.
Band apply and clutch apply regulator
springs misplaced.
Over-run clutch (OC)/Low-1st ball
misplaced.
C4 clutch worn or burnt.
C4 wave plate not lined up with the holes
in the piston.
C4 wave plate failed.
S5 worn.
S5 damper spring broken.
Front servo belleville spring broken.
Incorrect C4 pack clearance.
Damaged C4 clutch.
Cracked C2 piston (leaking into C4).
Incorrect band adjustment
Front servo plastic plug missing
B1R spring broken.
B1R spring/plug left out.
C1/B1R ball misplaced.
C1 clutch damaged.
Restriction in C1 feed.
C1 piston check ball jammed.
Overdrive or input shaft sealing rings dam-
aged.
C1/B1R ball misplaced.
Overdrive or input shaft sealing rings dam-
aged.
C1 clutch damaged.
4-3 sequence valve in backwards.
Low-1st check ball misplaced.Symptom
All Shifts Firm
Manual 4-3-2-1 is
soft delayed or
missing
Firm 1-2 Hot
4th Tied up
Tied up on 2-3
Flare on 2-3
Slips in 4th
Flare on 4-3, Flare
on 3-2
Firm Manual low
shift-high line
press.