torque SSANGYONG NEW ACTYON SPORTS 2012 Owner's Guide

01-133680-01
2) Cooling System
The transmission cooling system ensures rapid warm-up and constant operating temperature
resulting in reduced fuel consumption and refined shift quality.
It also includes a cooler by-pass within the hydraulic system to allow sufficient cooling and
lubrication to the transmission drivetrain in the event of a blockage in the transmission cooler.
Gear Shift ▶
Coastdown ▶
Torque Demand ▶ Transmission gear change is controlled by the TCU. The TCU receives inputs from various engine
and vehicle sensors to select shift schedules and to control the shift feel and torque converter
clutch (TCC) operation at each gear change
Coastdown downshifts occur at 0% accelerator pedal when the vehicle is coasting down to a
stop. To reduce the shift shock and to improve the shift feeling during downshift, TCU
electronically controls the transmission.
Torque demand downshifts occur (automatically) when the driver demand for torque is greater
than the engine can provide at that gear ratio. If applied, the transmission will disengage the TCC
to provide added acceleration.
3) Shift Strategy

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5. ELECTRONIC CONTROL SYSTEM
1) Overview
The transmission control unit (TCU) and its input/output networks control the operations of
transmission:
Shift timing
Line pressure
Clutch pressure (shift feel)
Torque converter clutch -
-
-
-
In addition, the TCU receives input signals from certain transmission-related sensors and
switches. The TCU also uses these signals when determining transmission operating strategy.
Using all of these input signals, the TCU can determine when the time and conditions are right for
a shift, or when to apply or release the torque converter clutch. It will also determine the pressure
needed to optimise shift feel. To accomplish this, the TCU operates six variable bleed control
solenoids and four ON/OFF solenoids to control the operations of transmission.
2) Transmission Control Unit (TCU)
The transmission control unit (TCU) is mounted under the driver's seat and controls the operation
of the transmission.
TCU processes the analog information from the internal sensors and the digital information
through CAN communication lines. TCU monitors all the input and output signals. If there is any
<008d008800900093009c0099008c00530047007b006a007c0047008a008f00880095008e008c009a0047009b008f008c0047009a00a0009a009b008c00940047009b0096004702c800730090009400970047006f00960094008c004700740096008b008c02
c9004700880095008b004700880093008c0099009b009a0047>to the driver through the
warning lamp on the instrument cluster.
(1) Hard-wired (Analog) Input/Output
Input/Output Data between TGS Lever and TCU ▶
Position and conditions of gear select lever
Driving moded (Winter or Standard) -
-
Position of inhibitor switch - Input/Output Data between Inhibitor and TCU ▶
6 control signals for variable bleed solenoid
4 control signals for ON/OFF solenoid
Transmission input speed
Transmission output speed
Transmission oil temperature
EMM (Embeded Memory Module) -
-
-
-
-
- Input/Output Data between Automatic Transmission and TCU ▶
Input/Output Data between Self Diagnostic Connector and TCU ▶
Various DTC codes and TCU information -

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3) Transmission Control Monitoring System
TCU monitors all input and output signals to identify possible failures. If a fault is detected, TCU
<0088008a009b0090009d0088009b008c009a0047009b008f008c0047009a0088008d008c009b00a0004700940096008b008c0047009b009600470092008c008c00970047009b008f008c0047008b00990090009d008c009902c5009a0047009a0088008d00
8c009b00a0004700880095008b0047009b008f008c00470093>ife span of transmission.
Monitoring the Supply Voltage ▶
Monitoring the Supply Voltage to Solenoid ▶
Monitoring the Gear Ratio ▶
Monitoring the Torque Converter ▶ If the battery voltage is too high or too low, the TCU sets the DTC.
TCU monitors the circuits for open or short to ground or supply. The monitoring function
evaluates the voltage characteristics while the switch is ON.
TCU monitors the gear is engaged properly in the allowed time.
TCU checks if the torque converter can be locked up properly. If it is failed, TCU releases the
torque converter clutch to activate the fail-safe operation.
4) Shift Energy Management
This function involves reducing or increasing the engine output torque during shifting. This
reduces the energy which is dissipated in the friction elements of the transmission during up-
shift. This is done by reducing the engine torque during the gear ratio change without interrupting
the tractive drive.
This function is used for:
Increasing the life span of transmission by shortening the slipping time
Improving the shift comfort by reducing the step changes due to gearshift
Transferring a higher engine power -
-
-
Real-time control of engine torque is required to maintain the proper shift operations and the
durability of transmission. TCU controls the engine torque during the gearshift by synchronizing
the operation of transmission clutches.

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Pressure Modulation ▶
To provide a higher level of shift comfort and durability, the hydraulic pressure in the shift related
friction elements of the transmission must be matched accurately to the input torque to
transmission. This hydraulic pressure is composed of a hydraulically pre-set basic pressure and a
control pressure which is set by one of the variable bleed solenoids.
The transmission input torque can be directly calculated from the following operating parameters:
engine torque signals
engine speed or any signal transmitted from ECU through CAN lines
converter slip -
-
-
Separate pressure characteristics for each gear change make it possible to adapt precisely to the
particular shift operation.
5) Shift Mode Selection by TCU
The driver can select Standard (S) or Winter mode (W) with the mode switch. TCU automatically
changes the shift mode according to the transmission oil temperature, uphill or downhill gradient,
and altitude to keep the good driving conditions.
Standard Mode (S) ▶
Uphii and Downhill Mode ▶
Altitude Mode ▶ Standard Mode is selected when setting the mode switch in Standard (S) position with the gear
<009a008c0093008c008a009b00470093008c009d008c0099004700900095004702c8006b02c9004700880095008b0047009b008f008c0047009b009900880095009a00940090009a009a00900096009500470096009000930047009b008c00940097008c00
990088009b009c0099008c0047009000950047009500960099>mal operating range. Proper shift
timing provides the optimized fuel economy and good driving conditions.
In this mode, the operating points of torque converter lock-up clutch and the shifting points are
adjusted according to the vehicle weight.
In this mode, the shifting points are automatically adjusted according to the altitude to compensate
the engine torque changes due to barometric pressure and temperature.

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Winter Mode (W) ▶
Low Range Driving Mode ▶
Warm Up Mode ▶ When the Winter mode is selected, the second gear is engaged to start off the vehicle easily to
prevent wheel spin on slippery surfaces and WINTER mode indicator comes ON. The first gear is
not available in this mode.
When the vehicle is in 4L driving mode, the transmission uses a different shift mode to optimize
the low range driving. Similar to Winter mode, the first gear is not available.
This mode is normally used when the transmission oil temperature is below 20°C.
<007b008f008c0047009b009600990098009c008c0047008a00960095009d008c0099009b008c00990047008a0088009500950096009b00470089008c004700930096008a0092008c008b0054009c009700470089008c00930096009e00470059005700b600
6a0047009b00960047009700990096009d0090008b008c0047>the warming up process of
transmission.
Hot Mode ▶
<0070008d0047009b008f008c0047009b009900880095009a00940090009a009a00900096009500470096009000930047009b008c00940097008c00990088009b009c0099008c00470090009a00470089008c009b009e008c008c0095004700580058005700
b6006a004700880095008b00470058005b005c00b6006a0053> the system provides the cooling
and reduces the load to the transmission. This is called Hot Mode.
Above 110°C:
Above 130°C:
Above 145°C: -
-
-
In Hot Mode, any of shift mode is not available.
Cruise Control ▶
When the cruise control is activated, the engine ECU requests the downshift to increase the
engine brake effect.PWM fan ON
the engine torque is reduced and WINTER indicator is blinking
the transmission is held in Neutral (N) gear until the oil temperature falls
below 120°C (Final protection)

02-6
3. TIGHTENING TORQUE
Part nameTightening torque
(Nm)Numbers Adhesive
1. Seal bolt (rolling plunger and guide spring) 53.9~67.6 1EA Loctite
2. Guide bolt 14.7~21.5 1EA Loctite
3. Pocket ball bearing bolt 29.4~41.1 1EA Loctite
4. Reverse shift fork retainer bolt 53.9~67.6 2EA Loctite
5. Backup lamp switch 29.4~34.3 1EA Loctite
6. Oil drain plug 58.8~78.4 1EA Loctite
7. Interlock bolt 14.7~21.5 1EA -
8. Neutral switch 29.4~34.3 1EA Loctite
9. Oil filler plug 58.8~78.4 1EA Loctite
10. Extension housing bolt 42.1~53.9 12EA -
11. Concentric slave cylinder bolt 9.8~15.6 3EA -
12. Front bearing retainer bolt 19.6~24.5 8EA Loctite

03-4
2. SPECIFICATIONS AND TIGHTENING TORQUE OF
MANUAL TRANSMISSION
1) Specifications

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2) Tightening Torque

04-8
3. DUAL MASS FLYWHEEL (DMF)
The dual mass flywheel (DMF) is of having a mass divided into two halves.
While one mass is connected to the engine crankshaft, which is affected by the mass moment of
inertia of the engine, the other mass is affected by one of the transmission.
The divided dual masses are connected to the coil spring and damping system internally.
The DMF has the following benefits: ▶
Reducing fuel consumption by lowering engine speed
Reducing rattling noise and vehicle vibration in all driving ranges
Reducing synchronization wear
Facilitating gear change
Protecting power train parts by preventing excessive load from being delivered -
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-
-
-
Primary flywheel
Secondary flywheel
Arc damper spring
Torque limiter
Ring gear 1.
2.
3.
4.
5.

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1. SPECIFICATION
Description Specification
Structure Universal joint with yoke arm and
spider
Number of spiders Front Part time T/C Two
Rear Three
Runout Max. 0.3mm
Unbalance Max. 18 g.cm / 4,500 rpm
Dimension of front
propeller shaft (Length x
Dia.) (mm)A/T 552.3*Φ63.5 (Compressed)
M/T 603.8*Φ63.5 (Compressed)
Dimension of front
propeller shaft (Length x
Dia.) (mm)2WD Front1136.0*Φ63.5
Rear743.*Φ63.5(Compressed)
4WD(M/T) Front785.1*Φ63.5
Rear743.*Φ63.5(Compressed)
4WD(A/T) Front836.8*Φ63.5
Rear743.*Φ63.5(Compressed)
2. TIGHTENING TORQUE
Fastener Tightening torque
Mounting bolts for front/rear axle 66.7 ~ 73.5Nm
Mounting bolts for T/M and T/C 79.4 ~ 87.2Nm
Mounting bolts for center bearing 78.4 ~93.1Nm