low oil pressure SSANGYONG MUSSO 2003 User Guide

M161 ENGINE MECHANICAL 1B2-3
N

 m
20 / + 90 °
40
72 - 88
20 / + 90 °
25 - 35
22.5 - 27.5 22.5 - 27.5 22.5 - 27.5 22.5 - 27.5 30
26 - 34
30
8 - 10 2525
22.5 - 27.5 29 - 35
22.5 - 27.5 9 - 11
50
9 - 11
15Application
Exhaust Camshaft Sproket Bolt
Chain Tensioner Screw Plug
Chain Tensioner AssemblyExhaust Camshaft Sprocket to CamshaftOil Pump Sprocket Bolt
Tensioning Device Bolt
Water Pump PulleyUpper Intake Manifold BoltLower Intake Mainfold BoltFlange Bolt to Exhaust Mainfold Exhaust Mainfold Nut to Stud Bolt Rivet Nut in Exhuast Mainfold HolePre-Silencer BoltOil Drain PlugOil Filter Cover Oil Filter Bolt Oil Pump Drive Sprocket BoltOil Pump Mounting BoltOil Strainer Bracket Bolt
Oil Pressure Relief Valve Screw Plug Oil Dipstick Guide tube Bolt Oil Gallery Screw Plug
FASTENER TIGHTENING SPECIFICATIONS (Co n t ’d)

1B2-18 M161 ENGINE MECHANICAL Operation at Idling and Mid-Load
The throttle valve(6) is closed or very partially opened, and the vacuum pressure in intake manifold is high. The blow-by gas and the fresh air that is additionally supplied through the vent connection(D) in the crankcase in partialload gets supplied to the combustion chamber from the crank
chamber(12) through the oil separation chamber(11), air- conditioner bracket(10), vent line(9), and restrictor(7)mounted to the cylinder head. The circulated engine oil returns to the oil pan through the oil return pipe(13) at the bottom of oil separation
chamber(11). The fresh air gets supplied to the crank chamber(12) through the HFM sensor(1), intake air duct(4), vent line(5), oil separation chamber(3), chain housing(17), and the timing gear case cover(15). The additional supply of the fresh air is needed to prevent from forming the residues of the engine oil.

M161 ENGINE MECHANICAL 1B2-103
OIL PRESSURE RELIEF VALVE Preceding Work : Removal of oil pan
1 Screw Plug................................................ 50 Nm
2 Compression Spring
Removal & Installation Procedure
1. Remove the screw plug (1). Installation Notice
2. Remove the spring (2), guide pin (3) and the piston (4).
3. Installation should follow the removal procedure in the reverse order. Notice Don ’t use the seal for the screw plug. 3 Guide Pin
4 Piston
Tightening Torque 50 Nm

1B3-170 OM600 ENGINE MECHANICAL
Removal & Installation Procedure
1. Remove the oil filter cover and then drain the oil.
2. Remove the oil pressure switch line.
3. Remove the oil filter housing.
4. Clean the sealing surface.
5. Installation should follow the removal procedure in thereverse order.

SECTION 1D1
M162 ENGINE COOLING
Specifications . . . . . . . . . . . . . . . . . . . . . . . 1D1-1General Specifications . . . . . . . . . . . . . . . . . 1D1-1
Fastener Tightening Specifications . . . . . . . . 1D1-2
Special Tools . . . . . . . . . . . . . . . . . . . . . . . 1D1-3 Special Tools Table . . . . . . . . . . . . . . . . . . . . 1D1-3
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . 1D1-4 System Leakage Test . . . . . . . . . . . . . . . . . . 1D1-4
Maintenance and Repair . . . . . . . . . . . . . . 1D1-5
On-Vehicle Service . . . . . . . . . . . . . . . . . . . . . 1D1-5Coolant Drain and Fill Up . . . . . . . . . . . . . . .
1D1-5
Coolant Connection Fitting . . . . . . . . . . . . . . 1D1-7
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . 1D1-8
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . 1D1-10
Oil Cooler Pipe Line . . . . . . . . . . . . . . . . . . 1D1-11
Cooling Fan and Viscous Clutch . . . . . . . . . 1D1-12
Cooling Fan Shroud . . . . . . . . . . . . . . . . . . 1D1-14
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D1-15
SPECIFICATIONS
GENERAL SPECIFICATIONS
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 otherwisenoted.
TABLE OF CONTENTS
Description
Water Cooling Forced Circulation Double Cross Flow
70,000 kcal/h
580 x 482 x 45 mm
460, Six Blades
ALUTEC - P78
50 : 50
11.3 L 3.4 L
1.4 bar
Application
Cooling Type Radiator Dimension(Width ×Height ×Thickeness)
Cooling Fan Anti-Freeze Agent
Mixing Ratio of Anti-Freeze Agen with Water (Anti-Freeze Agent : Water)Coolant CapacityReservoir Capacity
Cap Operating Pressure (Reservoir Tank Pressure Cap)
Circulation Type Radiation Capability

M162 ENGINE CONTROLS 1F1-47
3. Disconnect the vacuum hose.
4. Disconnect the circlip and remove the fuel pressureregulator.
5. Apply the oil to O-ring lightly and then replace it.
6. Installation should follow the removal procedure in the reverse order.
7. Check for fuel pressure and internal leaks by operating the engine.
2. Discharge the pressure in fuel supply system by pressing
the service valve.
Removal & Installation Procedure
1. Remove the fuel pressure test connector.

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

4A-2 HYDRAULIC BRAKESCheck
Dirty or Lack of Fluid Air in Brake SystemFaulty Brake Booster Poor Contact of Pad or Lining Oil or Grease on PadFaulty Auto AdjusterOver Heated Rotor Due to Dragging Pad or LiningClogging Brake Line
Faulty Proportioning Valve Check
Incorrect Tire Pressure Between Left and Right Poor Contact of Pad or LiningOil or Grease is Applied to Pad or LiningBent or Uneven Wear of DrumIncorrectly Mounted Wheel Cylinder Faulty Auto Adjuster Action
Repair
Retighten Replace Replace
RepairRepair
Lubricate
Retighten
Check
Incorrectly Mounted Back Plate or CaliperLoosened Bolt of Back Plate or CaliperCrack or Uneven Wear of Brake Drum or DiscPad or Lining Sticking to Contact Surface Excessive Clearance Between Caliper and Pad Uneven Contact of PadLack of LubricationLoosened Suspension DIGNOSIS
NOISE OR VEHICLE VIBRATION WHEN APPLIED BRAKE
PULLS TO ONE SIDE WHEN BRAKING
Action Adjust
Repair
Replace Replace
Repair
Replace
Action
Replenish or Replace(Check eventual leakage) Bleeding
Replace
Repair
Replace Replace RepairRepair
Repair
POOR BRAKING
( If low cut-in : Adjust ) ( If Leakage : Replace )

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-31
K-Line
The K-line is typically used for obtaining diagnostic information from the TCU. A computer with a special interface is
connected to the TCU and all current faults, stored faults, runtime parameters are then available. The stored faultcodes can also be cleared.
The K-line can be used for vehicle coding at the manufacturer’ s plant or in the workshop. This allows for one TCU
design to be used over different vehicle models. The particular code is sent to the microprocessor via the K line and
this results in the software selecting the correct shift and VPS ramp parameters. HYDRAULIC CONTROL SYSTEM
The hydraulic controls are located in the valve body, pump body and main case.The valve body contains the following:
Manual valve,
Three shift valves,
Sequence valve,
solenoid supply pressure regulator valve,
line pressure control valve,
clutch apply regulator valve,
band apply regulator valve,
S1 to S6, and
Reverse lockout valve.
The pump body contains the following:
Primary regulator valve for line pressure,
converter clutch regulator valve,
converter clutch control valve,
S7,and
C1 bias valve.
The main case contains the following:
B1R exhaust valve
The hydraulic control system schematic is shown at figure 3.7.
All upshifts are accomplished by simultaneously switching on a shift valve(s), switching VPS pressure to the band
and/or clutch regulator valve, and then sending the VPS a ramped current. The shift is completed by switching the
regulators off and at the same time causing the VPS to reach maximum . pressure. All downshifts are accomplished
by switching VPS pressure to the band and/or clutch regulator valve and sending a ramped current to the VPS. The
shift is completed by simultaneously switching the regulators off, switching the shift valves and at the same timecausing the VPS to return to stand-by pressure.
The primary regulator valve is located in the pump cover and supplies four line pressures; high and low for forward
gears, and high and low for reverse. This pressure has no effect on shift quality and merely provides static clutch
capacity during steady state operation. Low pressure can be obtained by activating an On/off solenoid with high line pressure being the default mode.
Torque converter lock-up is initiated by toggling the converter clutch control valve with an On/off solenoid. The actual apply and release of the clutch is regulated by the VPS via the converter clutch regulator valve. As an additionalsafety feature, the lock-up is hydraulically disabled in first and second gear by the bias valve which only supplies oilto the lock-up solenoid when C1 is applied in third and fourth gears. This prevents the vehicle from being renderedimmobile in the unlikely event of S7 becoming stuck.
The solenoid supply valve provides reference pressure for all the solenoids.