Service Manual - AUTOMOTIVE CLASS

Service Manual - AUTOMOTIVE CLASS

CONTROL SYSTEM BTRA CONTROL SYSTEM SCHEMATIC Schematic of TCU(TCM) control system The electronic control system is comprised of sensors, a TCU and seven solenoids. The TCU reads the inputs, and under software control activates the outputs according to values stored in read only memory (ROM). The TCU controls the hydraulic control system. This control is via the hydraulic valve body, which contains seven electro-magnetic solenoids. Six of the seven solenoids are used to control line pressure, operate shift valves, and turn on and off two regulator valves. (the two regulator valves control the shift feel) the seventh solenoid is the proportional or variable pressure solenoid (VPS) which works with the two regulator valves to control shift feel. The individual component locations, operation and specifications which make up the electronic control subsystem are covered in this section Shift solenoid #1 Throttle position sensor Engine RPM CAN Shift solenoid #2 (Only Gasoline) Solenoid #3 Engine load speed Solenoid #4 Transmission temperature sensor Mode selector (Instrument panel/console) T Solenoid #6 C Gear position sensor (Inhibitor switch) Kick down switch Solenoid #7(TCC) Mode indicator lights M Throttle position sensor (On throttle shaft) Engine speed (Tachometer) Solenoid #5 (VPS) Cluster lamps& other devices as required Serial data

Diesel Engine Only CAN (ECM,TCCU) Road speed indicator (Speedo transducer) 1 CONTROL SYSTEM TRANSMISSION CONTROL UNIT BTRA Transmission control unit (TCU) The TCU is an in-vehicle micro-processor based transmission management system. It is usually mounted in the vehicle cabin, under the instrument panel, under the seat, behind the side kick panels or under the floor in the foot well on the passenger side. Different control units are supplied for different vehicle applications. The TCU contains: Processing logic circuits which include a central micro-controller and a back-up memory system. Input circuits. Output circuits which control external devices such as the variable pressure solenoid (VPS), on/off solenoid drivers, a diagnostics output and the driving mode indicator light. The various items which make up the TCU are discussed below. Processing Logic Shift schedule and calibration information is stored in an erasable programmable read only memory (EPROM). Throttle input calibration constants and the diagnostics information are stored in electrically erasable programmable read only memory (EEPROM) that retains the memory even when power to the TCU is disconnected. In operation the software continuously monitors the input values and uses these, via the shift schedule, to determine the required gear state. At the same time it monitors, via the solenoid out puts, the current gear state. Whenever the input conditions change such that the required gear state is different to the current gear state, the TCU initiates a gear shift to bring the two states back into line. Once the TCU has determined the type of gearshift required the software accesses the shift logic, estimates the engine torque output, adjusts the variable pressure solenoid ramp pressure then executes the shift. The TCU continuously monitors every input and output circuit for short or open circuits and operating range. When a failure or abnormal operation is detected the TCU records the condition code in the diagnostics memory and implements a limp mode, The actual limp mode used depends upon the failure detected with the object to maintain maximum driveability without damaging the transmission. In general input failures are handled by providing a default value. Output failures, which are capable of damaging the transmission, result in full limp mode giving only third or fourth gea r and reverse. The TCU is designed to operate at ambient temperatures between -40 and 85C . It is also protected against electrical noise and voltage spikes, however all the usual precautions should be observed, for example when arc welding or jump starting. 2 CONTROL SYSTEM TRANSMISSION CONTROL UNIT Input factor of Transmission control unit (TCU) BTRA

To function correctly, the TCU requires engine speed, road speed, transmission sump temperature, throttle position and gear position inputs to determine the variable pressure solenoid current ramp and on/off solenoid states. This ensures the correct gear selection and shift feel for all driving conditions. The inputs required by the TCU are as follows: Engine Speed The engine speed signal is derived from the tachometer signal line, a dedicated sensor or a Controlled Area Network (CAN). Road Speed 4WD (Diesel) - The shaft speed signal is derived from the speed sensor located on the transfer case. This signal is transmitted directly to the TCU. 4WD (Gasoline) - The speed sensor sends the shaft speed signal to the engine control module (ECM). The information is then transferred to the TCU via the CAN. Transmission Sump Temperature The transmission sump temperature sensor is a thermister located in the solenoid wiring tube within the transmission. This sensor is a typical NTC resistor with low temperatures producing a high resistance an d high temperatures producing a low resistance. Temperature/Resistance characteristics and location within the solenoid wiring harness tube are shown as follow figures : (Temperature Sensor Location in Solenoid Loom) 3 CONTROL SYSTEM TRANSMISSION TEMPERATURE SENSOR BTRA Transmission temperature sensor Resistance( ) The transmission sump temperature sensor is a thermistor located in the solenoid wiring harness tube in the transmission oil pan side. This sensor is a typical NTC resistor with low temperatures producing a high resistance and high temperatures producing a low resistance. If the transmission sump temperature exceeds135, the TCU will impose converter lock-up at lower vehicle speed and the vehicle flashes the mode indicator lamp. This results in maximum oil flow through the external oil cooler and eliminates slippage in the torque converter. Both these actions combine to reduce the oil temperature in the transmission. Temperature() Temperature() Resistance(Ohms) Minimum Maximum -20 13,638 17,287 0 5,177

6,616 20 2,278 2,723 100 177 196 135(Overheat Mode Threshold) 75 85 4 THROTTLE POSITION SENSOR (ONLY 4WD DIESEL) CONTROL SYSTEM BTRA Throttle position sensor The throttle position sensor (TPS) is a resistance potentiometer mounted on the throttle body of the engine. It transmits a signal to the TCU proportional to the throttle plate opening. The potentiometer is connected to the TCU by three wires: 5 volts positive supply, earth and variable wiper voltage. Throttle voltage adjustments are as follows: closed throttle voltage is 0.5 to 1.0V wide open throttle voltage is 3- 4.5V These measurements are taken terminal between pin 29(A16) and 27(A18) of the TCU(TCM) t erminal. Maintaining good shift feel through the transmission life span is dependant on having an accurate measure of the engine throttle position. To achieve this the TCU continuously monitors the maximum and minimum throttle potentiometer voltages values. However these limits will be lost and will require relearning should a new TCU be installed, or the throttle calibration data is cleared by the execution of a particular sequence. This last instance depends on the installation, and reference should be made to the diagnostics section of this. The relearning will happen automatically. Throttle position adjustment specification Throttle Position Model Voltage (V) Idle 661 LA,662 LA 0.6 0.2 661 LA 4.1 0.3 662 LA

3.85 0.3 Full throttle(WOT) 5 Remarks TCM Ter"27 - 29" GEAR POSITION SENSOR / INHIBITOR SWITCH CONTROL SYSTEM BTRA Gear position sensor and Inhibitor switch The gear position sensor is incorporated in the inhibitor switch mounted on the side of the transmission case. The gear position sensor is a multi-function switch providing three functions: inhibit starting of the vehicle when the shift lever is in a position other than Park or Neutral illuminate the reverse lamps when Reverse is selected indicate to the TCU which lever position has been selected by way of a varying resistance. Gear Position Sensor (2 pins) Inhibitor Switch (4 pins) Shift Lever Position Resistance (Ohms) Manual 1 1k 1.4k Manual 2 1.8k 2.2k Manual 3 3k 3.4k Drive 4.5k 4.9k Neutral 6.8k 7.k Reverse 10.8k 11.2k Park 18.6k 19k Remarks Shift lever rod adjustment 30 mm 1) Select shift lever to D position.

2) loosen the inhibitor switch adjust nut. 3) Place the inhibitor switch lever to D. 4) Tighten the adjust nut,and check the connection condition of inhibitor switch A and B when the P or N is selected. 5) The engine should start at P and N position. Shift lever rod Inhibitor link 6 CONTROL SYSTEM DIAGNOSTIC INPUT / BATTERY VOTAGE MONITORING INPUT BTRA Diagnostic inputs The diagnostics control input or Ter18 of Diagnosis connector(Musso/Korando) is used to initiate the outputting of diagnostics data from the TCU to a diagnostic test instrument. This input may also be used to clear the stored fault history data from the TCUs retentive memory. Connection to the diagnostic input of the TCU is via a connector included in the vehicles wirin g harness or computer interface. Battery voltage monitoring inputs The battery voltage monitoring input connectors to the positive side of the battery. The signal is taken from the main supply to the TCU. If operating conditions are such that the battery voltage at the TCU falls below 11.3V the transmission which adopt a low voltage mode of operating in which shifts into first gear are inhibited. All other shifts are allowed but may not occur because of the reduced voltage. This condition normally occurs only when the battery is in poor condition. When system voltage recovers, the TCU will resume normal operation after a 3 second delay period. 7 CONTROL SYSTEM BTRA SOLENOIDS Solenoids The TCU controls seven solenoids. Solenoid 1 to 6 are mounted in the via valve body, while solenoid 7 is mounted in the pump cover. The normal state (open/close) and the functions associated with the solenoids are details in below table. Solenoid S1 and S2 S1 and S2 are normally open on/off solenoids that combine with other on/off solenoids to set the selected gear. These solenoids determine static gear position by operating the shift valves. Note : S1 and S2 solenoids also send a signal pressure to allow or prohibit reverse engagement. Solenoid S3 and S4 S3 and S4 are normally open on/off solenoids that combine to

control shift quality and sequencing. S3 switches to the clutch regulator valve off or on. S4 switches the band regulator valve off or on. Solenoid S5 S5 is a variable force solenoid that the pressure during gear changes. This solenoid provides the signal pressure to the clutch and band regulator, thereby controlling the shift pressures. Solenoid S6 S6 is a normally open on/off solenoid that the high/low level of line pressure. Solenoid off gives high pressure. Solenoid S7 S7 is a normally open on/off solenoid that the application of the torque converter clutch. Solenoid on activates the clutch Gear S1 S2 P (Parking) Off Off R (Reverse) Off Off N (Neutral) Off Off 1st On On 2nd Off On 3rd Off Off 4th On

Off 8 Remarks CONTROL SYSTEM SOLENOID OPERATION BTRA Solenoids operation during gear shifting Shift To initiate shift Typical S5 current ramp To complete shift 1-2 S1 OFF S4 ON 750mA to 600mA S4 OFF 1-3 S1 S2 S3 S4 OFF OFF ON ON 850mA to 750mA S3 OFF S4 OFF 1-4 S2 OFF S3 ON S4 ON 850mA to 750mA S3 OFF S4 OFF 2-3 S2 OFF S3 ON S4 ON 700mA to 500mA

S3 OFF S4 OFF 3-4 S1 ON S4 ON 750mA to 600mA S4 OFF 4-3 S4 ON 750mA to 900mA S1 OFF, S4 OFF 4-2 S3 ON 750mA to 950mA S1 OFF, S2 ON S3 OFF 4-1 S3 ON S4 ON 600mA to 1000mA S2 ON, S3 OFF S4 OFF 3-2 S2 ON S4 ON 600mA to 450mA (20kph) 550mA to 400mA (60kph) 800mA to 650mA (100kph) 3-1 S3 ON S4 ON 700mA to 950mA S1 ON, S2 ON S3 OFF, S4 OFF 2-1 S4 ON 800mA to 950mA S1 ON, S4 OFF

Conv. Clutch On/Off S7 ON 700mA to 400mA 600mA to 100mA 9 S4 OFF S7 OFF CONTROL SYSTEM COMMUNICATION SYSTEM BTRA 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 located on the instrument cluster. Communication system 1) CAN (Controller Area Network) The Controller Area Network 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 any additional sensors. 2) Diagnosis connector (4WD : Ter 18) The Diagnosis connector is typically 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 faults codes can also be cleared. The Diagnosis connector can be used for vehicle coding at the manufacturers plan 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 Diagnosis connector and this results in the software selecting the correct shift and VPS ramp parameters. 10 CONTROL SYSTEM TCU PIN FUNCTION BTRA Function of TCU each pin (4WD) Pin No. Identification Type Description GND Main power ground for the module. Connects directly to the battery negative terminal

Mode indicator lamp Winter Output Indicates WINTER mode shift schedule is selected. 4(A11) Gear position lamp Park Output Drives the jewel in the instrument cluster to indicate PARK gear lever position 5(A10) Gear position lamp Reverse Output Drives the jewel in the instrument cluster to indicate REVERSE gear lever position 6(A9) Gear position lamp Neutral Output Drives the jewel in the instrument cluster to indicate NEUTRAL gear lever position 8(A7) Engine speed input sensor (-) (Diesel) Input 9(A6) Mode indicator lamp Power Output Indicates POWER mode shift schedule is selected 10(A5) Throttle position sensor output as Pulse Width Modulation for TOD Output Provides an analogue signal of the throttle position for the Torque on Demand(TOD) control module 11(A4) AC input signal (Diesel only) Input

AC input signal to TCU 12(A3) Kick down switch Input Switch to indicate when a kick down is required at high throttle position 13(A2) Mode switch Input Switch to select NORMAL, POWER or WINTER shift schedule. Voltage varies from 0V to 12V. 14(A1) Transfer case input (high)-4WD lamp high Input Switch to indicate 4WDHigh range Is selected 15(A28) Ignition switch Input Ignition power is used as the main power source to drive the unit and the solenoids. 17(A28) Gear position position code 1 18(A27) Gear position 2 lamp/gear Drives jewel in the instrument cluster to Output position code 2 indicate gear position 2 1(A14) Common Ground 3(A12) 1 lamp/gear Output 11

Fly wheel/Ring gear pulses to indicate engine speed. Drives jewel in the instrument cluster to indicate gear position 1 CONTROL SYSTEM TCU PIN FUNCTION BTRA Function of TCU each pin (4WD) Pin No. Identification Type Description 19(A26) Gear position 3 lamp/gear Position code 3 Output Drives jewel in the instrument cluster to indicate gear position 3 20(A25) Gear position Drive lamp/gear position code 4 Output Drives jewel in the instrument cluster to indicate gear position Drive 21(A24) CAN (+) (Gasoline) In/Out CAN low side bus communication (CANL) 22(A23) CAN (-) (Gasoline) In/Out CAN high side bus communication (CANL) 23(A22) Diagnosis connector (#18) In/Out Diagnostic information and vehicle coding 24(A21)

Engine speed input sensor(+) (Diesel) Input Flywheel/Ring engine speed. 25(A20) Road speed sensor 26(A19) Shaft speed sensor signal (Diesel) Input This sensor transmit shaft speed signal to the TCU. 27(A18) TPS Ground (Diesel) GND Throttle Position Sensor ground 28(A17) TPS Reference (Diesel) REF This is the 5V reference voltage supply to the TPS 29(A16) TPS Input signal (Diesel) Input This sensor is a resistance potentiometer Indicating throttle position voltage varies 0V to 5V. 30(A15) Transfer(or case) input(low)4WD Lamp low Input Switch to indicate 4WDLow range is selected 31(B6) Gear lever position Input This switch has discreet values indicating the Positions selected by the gear shift lever (PRNDL).Voltage varies 0V to 5V

Output 12 gear pulses to indicate Road speed signals derived from shaft speed Sensor CONTROL SYSTEM TCU PIN FUNCTION BTRA Function of TCU each pin (4WD) Pin No. Identification Type Description Resistive sensor indicates transmission temperature. High R = low temperature Low R = high temperature. Voltage varies 0V to 5V. 32(B5) Transmission oil temperature 33(B4) Solenoid 4 Output On/off solenoid normally open, combines with other on/off solenoid 3 for shift quality and sequence. 34(B3) Solenoid 1 Output On/off solenoid normally open, combines with other on/off solenoid to set the selected gear. 36(B1) Solenoid 5 return (-) Input This ensures the earth path for the VPS and the current in this line is monitoring to give

feedback control of the VPS. 37(B14) Gear lever position Ground GND PRNDL switch ground 38(B13) Transmission oil temperature Ground GND Ground reference for temperature sensor input. Input 39(B12) Solenoid 6 Output On/off solenoid normally open, sets low/high line pressure. 40(B11) Solenoid 2 Output On/off solenoid normally open, combines with other on/off solenoid to set the selected gear. 41(B10) Solenoid 3 Output On/off solenoid normally open, combines with other on/off solenoid 4 for shift quality and sequence. 42(B9) Output On/off solenoid normally open, lock up the torque converter to increase cruising efficiently. Output This is the variable force solenoid which ramps the pressure during gear changes and solenoid switching, to enhance transmission shift quality. 44(B7) Solenoid 7 Solenoid 5 (+) 13

DIAGNOSIS DEFAULT TRANSMISSION OPERATING MODES BTRA Default transmission operation modes The TCU relies on accurate information from its inputs and complete control of its outputs to ef fectively control the transmission. To ensure that it has both valid inputs and function outputs, t he TCU carries out both hardware and software fault detection routines. The TCU will respond t o any faults detected by adopting the operating modes which are detailed below. The following symptoms of faults are the most obvious results of each fault under normal cond itions. There is always the possibility that a fault may not be detected. If undetected fault conditions ar e present, the operation of the transmission is difficult to predict. 1. Throttle Fault All shifts will occur as if a nominal throttle (approx. 44%) were applied for shift scheduling. All shifts will be firm as full throttle and hence high engine torque is assumed. The torque converter will be unlocked at all times. All downshifts initiated by the shift lever will occur as though they were automatic shifts. That is the engine braking effect will not occur until near the end of the shift. Line pressure will always stay high(solenoid 6 off) to cope with assumed high throttle/torque. If a fault is undetected, the percent throttle is most likely to be interpreted as higher than actual, resulting in late up-shifts, early downshifts and firm shifting. 2. Throttle not learnt fault The transmission operates from default throttle calibration values which results in the evaluation of the throttle being higher (more open) than it is. Therefore at zero throttle settings, the transmission may calculate that sufficient throttle opening is present to justify high line pressure and switch solenoid 6 to off Other symptoms are: a. late up-shifts and b. lock-up maintained at zero throttle when vehicle speed is sufficiently high. 3. Engine speed fault All shifts will be firm because an engine speed corresponding to peak engine torque is assumed. If a fault is undetected, the engine speed is likely to be interpreted as stalled resulting in soft shifting possibly with an end of shift bump. 4. Vehicle speed sensor fault All shifts will be controlled by the shift lever with skip downshifts disabled and downshifts only allowed if the engine speed is low, fourth gear will be inhibited. The torque converter will be unlocked at all times. If a fault is undetected, the vehicle is likely to be interpreted as being stationary resulting in first gear operation at all times. Note that speedometer transducer faults are likely to cause the vehicles speedometer to become inoperative. 5. Gear lever fault The gear lever is assumed to be in the drive position. The torque converter will be unlocked at all times Manually initiated (gear lever initiated) downshifts will not be available. If a fault is undetected, the gear lever position is likely to be interpreted as being higher than actual. Where park is the highest position and manual 1 is the lowest, the s result being the availability of higher gears than selected by the gear lever. If the gear lever is incorrectly adjusted, the transmission may shift gears on bumpy road surfaces. 14 DIAGNOSIS DEFAULT TRANSMISSION OPERATING MODES BTRA Default transmission operation modes 6. Transmission

oil temperature sensing fault All shifts will be firm until the transmission has warmed up, because a high transmission oi l 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 All shifts will occur as if the mode is set to ECONOMY The mode indicator will always be off indicating that ECONOMY mode is selected. The 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 t o the mode switch. 8. Battery voltage sensing fault If the battery is low then shifts to first gear are inhibited. If the battery voltage is high ( >16.5V) then the transmission goes into limp home mode. If a fault is undetected, the transmission is likely to incorrectly evaluate an on/off solenoid fault resulting in limp home mode operation. 9. On/Off solenoid fault The transmission adopts its limp home mode operation (solenoid1,2,3,4), described above. However, if solenoid 1 is faulty then the fourth gear limp home mode 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. 10. On/off Solenoid Fault (Solenoid 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 limp home mode. 11. Variable pressure solenoid fault (Solenoid 5) The transmission adopts its limp home mode. 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 limp home mode strategy of operation, independent o f 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 limp home mode 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 from without having to turn the TCU off and back on. However, in general the recovery required that no faults are present for a period of time (approx. 30sec). Recovery from a fault will not clear the fault from the keep alive memory. 15 DIAGNOSIS SOLENOIDS FAULT DESCRIPTION BTRA Solenoids fault description Solenoid Trouble Messages Description/Cause

Always ON First gear instead of second and fourth gear instead of third. This results in a 1 4 shift as the vehicle accelerates from rest. Always OFF Second gear instead of first and third gear instead of fourth.This results in second gear starts. Always OFF Fourth gear instead of first and third gear instead of second.This results in fourth gear starts. Always ON Second gear instead of third and first gear instead of fourth.This results in a 1 2 then 2 1 (overrun) downshift as the vehicle accelerates from rest. Always Off The following shifts become poor: 1 3, 1 4, 2 1, 2 3, 2 4, 4 2, 4 1. Always ON The following shifts become poor: 3 4, 4 3, 3 2. There may be slippage in the gears during torque converter locking. Always Off The following shifts become poor: 1 2, 1 3, 1 4, 2 3, 2 4, 3 1, 3 2 (All Including Manual), 3 4, 4 1, 4 3. Always ON The following shifts become poor: 2 4, 3 2 There may be slippage in the gears during torque converter locking. Always Off Line pressure always high. Always ON Line pressure always low thus resulting in risk of slippage in gears. Always Off Torque converter always unlocked. Always ON Torque converter always locked in 3rd and 4th gears, causing the vehicle to shudder at lower speeds, 1 2 3

4 6 7 16 DIAGNOSIS MECHANICAL TEST PROCEDURE BTRA Mechanical test procedure 1) In Vehicle Transmission Checks Carry out the following tests before removing the transmission Check that the transmission oil is not burnt (color and smell are correct) Ensure that the transmission is not in limp home mode Check that the battery terminals and the earth connections are not corroded or loose Check the engine stall speed is within the handbook value. Check that the cooler flow is not restricted Check that all electrical plug connections are tight. Carry out a road test to confirm the symptoms, if necessary. Inspect the oil, ensure that there are no metal or other contaminants in the oil pan. 2) 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. To determine the source of a rear servo oil leak, raise the vehicle on a hoist, then carry out a reverse stall. To determine the source of a front servo leak, raise the vehicle on a hoist, then run the vehicle in second gear. 17 DIAGNOSIS TROUBLE-SHOOTING CHART BTRA Drive fault Symptom Possible Cause No drive in D Insufficient automatic transmission fluid. Blocked feed in C1/C2 cylinder. Primary regulator valve jammed open. Overdrive shaft or input shaft seal rings failed. 3-4 or 1-2 free wheel installed backwards or failed. C2 piston broken or cracked Rear band or servo faulty No drive in reverse No engine braking in manual1 Failure in C3, C3 hub or C1/C2 Engine braking in cylinder. manual1 is O.K.

No drive in drive and reverse Jammed primary regulator valve Damaged/broken pump gears. Dislodged output shaft snap ring 18 Action Check the fluid level. Inspect and clean C1/C2 feed 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 cylinder. Inspect and clean primary regulator valve Inspect and replace pump gears as necessary. Inspect and replace output shaft snap ring as necessary. DIAGNOSIS TROUBLE-SHOOTING CHART BTRA Drive fault Symptom Possible Cause Action 2-3 shift only (No 4th or 1st) S1 always "Off" Inspect S1, repair or replace as necessary. Check for 12 volts applied to S1 at all times or for wiring fault 1-4 shift only 1-3-4 (Delayed 1-2 shift) S1 always "On" Inspect S1, repair or replace as necessary. Check for 12 volts applied to S1 at all times or for wiring fault 4-3 Shift only S2 always "Off" Inspect S2, repair or replace as necessary. Check for open circuit or for

wiring fault. 1-2 Neutral (1st overrun) S2 always "On" Inspect S2, repair or replace as necessary. Check for open circuit or for wiring fault. 1-3 Shift only B1 failed. Loose band adjustment Front servo piston or seal failed. S1/S2 ball misplaced Inspect and replace as necessary. Inspect and replace or refit as necessary. Smaller 'O' ring on front servo piston failed or missing. 2-3 shift valve jammed. Inspect 'O' ring. Refit or replace as necessary. Inspect the 2-3 shift valve. Repair or replace as necessary. 1-3-4 Shift only 1-2-1 Only No manual 4-3, 3-2 or 2-1 C1 clutch failed or slipping in 3rd and 4th. (give 1st in 3rd and 2nd in 4th) Inspect ball, Repair or replace as Over run clutch / low ball misplaced. necessary. C4 failed or C4 wave plate broken Inspect C4. Repair C4 or replace C4 wave plate as necessary. Rear band slipping when hot Reverse/low -1st ball misplaced No manual 1st Rear servo inner 'O' ring missing. C4failed or C4 wave plate broken Inhibitor switch faulty, 1-2 only 1st gear only or 2nd, 3rd and 4th only 2-3 shift valve jammed Inhibitor switch faulty, 1-2 only. 1st and 2nd only or 1st, 3rd and 4th only Inspect C1 clutch. Repair or replace as necessary. 2-3 shift valve jammed 19

Inspect rear band adjustment. Adjust as necessary. Inspect ball. Refit or replace as necessary. Inspect 'O' ring. refit or replace as necessary. Inspect C4 and C4 wave plate. Repair or replace s necessary. Inspect inhibitor switch. Repair or replace as necessary. Inspect 1-2 shift vavle. Repair or replace as necessary. Inspect inhibitor switch. Repair or replace as necessary. Inspect 2-3 shift vavle. Repair or replace as necessary. DIAGNOSIS TROUBLE-SHOOTING CHART BTRA Fault shift patterns Symptom 1st, 2nd and 4th only or 1st, 2nd and 3rd Possible Cause Action 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. Harsh 2-3 shift 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. Harsh 3-4 shift Damaged front servo piston O rings. Faulty or damaged variable pressure solenoid (S5). Faulty band apply regulator valve. 20 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 necessary. Inspect the regulator valve. Repair or replace as ecessary. 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 necessary. Inspect the bleed ball. Refit or replace as necessary. Inspect S1 or S4. Repair or replace as necessary. Inspect the release valve. Repair or replace as necessary. Inspect the band. Adjust as necessary. Inspect the O rings. Refit or replace as necessary. Inspect S5. Repair or replace as necessary. Inspect the regulator valve. Repair or replace as necessary DIAGNOSIS TROUBLE-SHOOTING CHART BTRA Fault shift patterns Symptom Possible Cause Action Incorrect auto transmission fluid (ATF). S5 is defected, or incorrectly fitted. All shift Firm Band apply and clutch apply regulator springs misplaced. Over-run clutch (OC)/Low-1st ball misplaced. Manual 4-3-2-1 is C4 clutch worn or burnt. soft delayed or missing C4 wave plate not lined up with the holes in the piston. C4 wave plate failed. Firm 1-2 Hot S5 worn. S5 damper spring broken. Front servo belleville spring broken. Incorrect C4 pack clearance. 4th Tied up Damaged C4 clutch. Cracked C2 piston (leaking into C4). Tied up on 2-3 Flare on 2-3 Slips in 4th

Flare on 4-3, Flare on 3-2 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 necessary. 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 necessary. 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. Incorrect band adjustment. Front servo plastic plug missing. B1R spring broken. Inspect and adjust band as necessary. Replace the plug. Replace the spring. B1R spring/plug left out. C1/B1R ball misplaced. C1 clutch damaged. Replace the spring/plug. Refit the ball. Inspect the clutch. Repair the clutch as necessary. Inspect and clean C1 feed. Replace the piston. Inspect and replace the sealing rings and/or shaft as necessary. Restriction in C1 feed. C1 piston check ball jammed. Overdrive or input shaft sealing rings damaged. C1/B1R ball misplaced. Overdrive or input shaft sealing rings damaged. C1 clutch damaged. Inspect and replace the ball. Inspect and replace the sealing rings and/or shaft as necessary. Inspect and repair the C1 clutch as necessary. 4-3 sequence valve in backwards. Refit the valve.

Firm Manual low shift high line Low-1st check ball misplaced. press. Replace the ball. 21 DIAGNOSIS TROUBLE-SHOOTING CHART BTRA Drive fault Symptom Possible Cause Action Faulty inhibitor switch. Faulty throttle position sensor. Incorrect front band adjustment. Damaged front servo piston0rings. Harsh 1-2 shift Faulty or damaged variable pressure solenoid (S5). Faulty S1 or S4 solenoid. Faulty band apply regulator valve (BAR). Misassembled front servo return spring. Stall when Drive or Reverse Selected Shudder on Rolldown Jammed converter clutch control valve (CCCV). Faulty solenoid 7. Check the resistance. Replace the inhibitor switch as necessary. Inspect and replace the sensor as necessary. Inspect and adjust the band as necessary. Inspect and replace the0rings as necessary. Inspect, repair or replace S5 as necessary. Inspect, repair orreplace S1 or S4 as necessary. Inspect, repair or replace the BAR as necessary. Inspect and repair as necessary. Inspect and clean CCCV. Inspect, repair or replace as necessary. 22 DIAGNOSIS

TROUBLE-SHOOTING CHART BTRA After tear down faults Symptom Possible Cause T-bar linkage out of adjustment. 56 foiled - stuck low. C3 burnt Overdrive/output shaft sealing rings damaged. C2 piston cracked. Incorrect C4 pack clearance. C4 wave plate broken. C4 wave plate not lined up properly. C4 burnt Overdrive or output shaft sealing rings damaged. 3-4 one way clutch (OWC) in backwards. C2 piston cracked. Over-run clutch (OC)/low-1st ball misplaced. B1 burnt C1 burnt Inspect, repair C2 and adjust the linkage as necessary. Repair C2. Inspect, repair or replace S6 as necessary. Repair C2. Inspect, replace the sealing rings and/or shaft as necessary. Repair C2. Inspect, repair or replace the C2 piston as necessary. Inspect C4 and repair as necessary. Inspect and adjust the C4 pack clearance as necessary. Repair C4. Inspect and replace the wave plate as necessary. Repair C4. Inspect and realign the wave plate as necessary. Repair C4. Inspect and realign the sealing ringsand/or shaft as necessary. Repair C4. Inspect and refit the OWC as necessary. Repair C4. Inspect and replace the C2 piston as necessary. Repair C4. Inspect and refit the ball as necessary. B1R spring broken. Inpushaft sealing ring cut.C1/B1R ball misplaced. Inspect and repair B1 and replace the spring as necessary. Replace sealing ring. Repair B1. Refit the ball as necessary.

B1R spring left out. Overdrive or input shaft sealing rings damaged. C1 piston cracked. Ball capsule jammed. 4-3 sequence valve in backwards. Clutch apply feed (CAF)/B1R ball left out. Inspect and repair C1 and replace the spring. Repair C1. Inspect and replace the sealing tongs and/or shaft as necessary. Repair C1. Inspect and replace the C1 piston as necessary. Repair C1. Inspect and refit the capsule as necessary. Repair C1. Inspect andrefit the valve as necessary. Repair C1. Inspect and replace the ball as necessary. Slips in Rear band incorrectly adjusted or reverse-no damaged. manual 1st Reverse-low/first ball misplaced. Firm converter lock or unlock Action Inspect and adjust the band as necessary. Inspect and refit the ball as necessary. Input shaft O ring missing or damaged. Inspect and replace the O ring as necessary. Converter clutch regulator valve in Inspect and refit the valve as necessary. backwards. No lock up at Input shaft O ring missing or damaged. Inspect and replace the O ring as necessary. light throttle C1 bias valve in backwards. Inspect and refit the valve as necessary. 23 DIAGNOSIS HYDRAULIC TEST PROCEDURE (1) BTRA HydraulicSystem Test 1) Hydraulic The procedures detailed below should be followed in the event that the self test procedure detailed or a defect symptom, indicates that there is a fault in the hydraulic system. When making adjustments to the transmission, select the appropriate procedures from the following preliminary checks. Conduct a transmission fluid test procedure, Check the manual linkage adjustment. Check engine idle speed. Conduct a stall test Conduct a road test. 2) Transmission Fluid Test Procedure

- Checking Transmission Fluid Level This procedure is to be used when checking a concern with the fluid level in a vehicle. A low fluid level will result in gearshift loss or delay if driven when the vehicle is cold. The vehicle is first checked for transmission diagnostic messages. If the vehicle has a speed fault it is possible for the oil level to be low. The vehicle is to be test driven to determine if there is an abnormal delay when selecting drive or reverse, or loss of drive. One symptom of low oil level is a momentary loss of drive when driving the vehicle around a corner. Also when the transmission fluid level is low, a loss of drive may occur when the transmission oil temperature is low. If there is no loss of drive when the vehicle is driven warm and a speed fault is registered, the n fluid should be added to the transmission. - Checking, Adding Fluid and Filling When adding or changing transmission oil use only Castrol TQ 95 automatic transmission flui d (ATF) or other approved fluids. The use of incorrect oil will cause the performance and durability of the transmission to be severely degraded. Do not under fill the transmission. Incorrect tilling may cause damage to the transmission. The fluid level setting procedure is detailed below. Notice When a transmission is at operating temperature hot transmission fluid may come out of the case if the fill plug is removed. The transmission is at operating temperature allow two hours for cooling prior to removing the plug. 1. If the vehicle is at operating temperature allow the vehicle to cool down for two, but no greater than four hours before adding transmission fluid (This will allow the transmission to be within the correct temperature range). While hot the ATF level is higher and removing the plug may result in oil being expelled from the filler hole. This will result in the level being low. 2. The transmission selector is to be in Park. Switch the engine off. 3. Raise the vehicle on a hoist (or leave over a service pit). 4. Clean all dirt from around the service fill plug prior to removing the plug. Remove the oil service fill plug. Clean the fill plug and check that there is no damage to the O ring. Install the filler pump into the filler hole. 5. Lower the vehicle with the filler pump still connected and partially fill the transmission. Start the vehicle in Park with the Parking brake and foot brake applied with the engine idling , cycle the transmission gear selector through all positions, adding ATF until gear application is felt. 24 DIAGNOSIS HYDRAULIC TEST PROCEDURE (2) BTRA Hydraulic Test 6. Switch off the engine and raise the vehicle on the hoist, if applicable, ensuring that the vehicle is level. 7. Three minutes after the engine has stopped, but no longer than one hour, remove the filler pump, The correct level is reached when ATF is aligned with the bottom of the filler hole. If the correct level is not reached, then add a small quantity of ATF to the correct level. 8. Replace the transmission filler plug and clean all remnants of ATF on the transmission and vehicle. 9. Tighten the transmission filler plug to specification. -Checking, Adding Fluid and Filling - Drained or Dry Transmission To set the correct fluid level proceed as follows. 1. Set the transmission selector to Park and switch the engine off. 2. Raise the vehicle on a hoist (or leave over a service pit). 3. Clean all dirt from around the service fill plug prior to removing the plug, Remove the oil service fill plug. Clean the fill plug and check that there is no damage to the O ring. Install the filler pump into the filler hole. 4. Lower the vehicle with the filler pump still connected and partially fill the transmission. This typically requires approximately : a. If the transmission torque converter is empty: 9.0 liter - 4WD

9.0 liter - RWD b. If the transmission torque converter is full: 4.5 liter - 4WD 4.5 liter - RWD 5. Start the vehicle in Park with the Parking brake and foot brake applied with the engine idling, cycle the transmission gear selector through all positions, adding ATF until gear application is felt. 6. Then add an additional 0.5 liter of ATF. 7. Switch off the engine and raise the vehicle on the hoist. Remove the filler pump and replace the filler plug. The plug shall be tightened to specification. 8. The vehicle is then to be driven between 3.5 and 4.5 kilometers at light throttle so that the engine does not exceed 2500 rpm. This should result in the transmission temperature being in the range 50 to 60C. 9. With the engine idling, cycle the transmission selector through all gear positions with the brake applied. 10. Stop the engine. Raise the vehicle on the hoist, if applicable ensuring the vehicle is level. 11. Three minutes after the engine has stopped, but no longer than one hour, remove the filler plug. The correct level is reached when ATF is aligned with the bottom of the filler hole. If the correct level is not reached, then add a small quantity of ATP to the correct level. 12. Replace the transmission filler plug and clean all remnants of ATF on the transmission and vehicle. Tighten the transmission Filler plug to specification. 25 DIAGNOSIS ELECTRONIC ADJUSTMENT BTRA Electronic adjustments 1) Idle Speed Adjustment (Diesel) Carry out the adjustments to the idle speed as detailed in the workshop manual. 2) Throttle Position Calibration (Diesel) Should the throttle position data stored in the TCU be lost or be out of specification, as indicated by a diagnostic trouble message, it may be re-established by the following procedure. Check that the hot engine idle speed is within specification. Allow the engine to idle in Drive for 60 seconds with the air conditioner (if fitted) turned off. The closed throttle reference point in the TCU has now been set. Switch the engine off but leave the ignition on. Hold the accelerator pedal on the floor for 60 seconds. The wide open throttle reference point in the TCU has now been set. 3) Throttle Clearing (Diesel) The leant throttle clearing routine uses the mode switch and gear lever. Carry out the followin g steps to complete the automated throttle clearing procedure: 1. Switch ignition ON with handbrake applied and engine OFF. 2. Select M1 and WINTER mode. 3. Move the T-bar to M2 and then select NORMAL or POWER mode. 4. Move the T-bar to M3 and then select WINTER mode. 4) Vehicle Coding The vehicle coding is integrated as part of the diagnostic software. The coding applies to the following vehicle models: 1. 4WD Gasoline E32. 2. 4WD Gasoline 523 3. 4WD Gasoline 520. 4. 4WD Diesel D29NA. 5. 4WD Diesel D29LA. 6. 4WD Diesel D23LA. 7. RWD E20. 8. RWD E23. 26 DIAGNOSIS CODING AND INITIALTION

Chairman/Musso/ Korando Fault Symptom of Coding system No Coding Chairman 4WD ECM Engine speed is limited :3,500rpm Engine speed is limited :3,500rpm TCM 5Speed A/T : Internal gear faulty 4Speed A/T(BTRA) : 3rd gear limp mode 4Speed A/T (BTRA) : 3rd gear limp mode 2WD only 4WD check lamp is On TOD Air-Bag ECS Warning lamp is On (Air-bag faulty) :SDM regards Pretentioner connector is disconnected Limousine : Hard Suspension Fault Symptom of ECM Initialization Application Chairman 4WD Fault of Initialization Initialization ECM replacement TPS replacement ECM replacement TPS replacement After starting Engine stops Unstable Idle rpm Poor acceleration Initialization procedure of ECM 1) Install the Scanner-100 - P/N position - Ignition switchOFF - Coolant temperature is between 5and 100 - No accelerator pedal depress. 2) Ignition switch (MSE VDO-ECM)

- Ignition switchON for 30 seconds. - Ignition switchOFF for 30 seconds. - Ignition switchON for 10 seconds. 2-1) Ignition switch (ME Bosch-ECM for Chairman only) - Ignition switchON for 60 seconds. - Ignition switchOFF for 20 seconds. 27 DIAGNOSIS BRAKE BAND(B1) ADJUSTMENT BTRA Front brake band (B1) adjustment To set the front band, proceed as follows. 1. Measure the projection of the front servo push rod from the transmission case. (dimension A.) a. Apply air at 650/700 kpa to the front servo apply area (B1 outer). b. Measure the travel of the push rod and subtract 3 mm to find the shim size required. c. Release the air. Notice A minimum of one shim is required at all times - minimum shim size is 1 mm. 2. Fit the selected shim(s) to the shank of the anchor strut as follows: a. Inspect the shim(s) for damage, wear or corrosion. Replace as necessary. b. The shim(s) are to be installed between the case abutment face and the anchor strut flange. c. The shim(s) are to be fitted by hand and under no circumstances to be hammered or forced. d. Shim(s) are to be pressed on by hand until an audible click is heard. The click indicates that the shim is clipped home correctly. 3. Re-check that the push rod travel is 3 mm 0.25 mm. Thickness Part number Thickness Part number 0.95/1.05 0574-037017 1.93/2.07 0574-037021 1.15/1.25 0574-037018 2.12/2.28 0574-037022 1.44/1.56 0574-037019 2.42/2.58 0574-037023 1.73/1.87

0574-037020 2.61/2.79 0574-037024 28 DIAGNOSIS REAR BAND(B2) ADJUSTMENT BTRA Rear brake band (B2) adjustment To set the rear band, proceed as follows. 1. Measure distance A from the rear servo piston to the inner face of the transmission case using vernier calipers. a. Apply air at 650/700 kpa to the rear servo apply area (B2 outer). Refer to figure 8.67. b. Measure the travel of the piston, subtract 3.75 mm and divide the remainder by 2.5 to find shim size. c. Release the air. Notice A minimum of one shim is required at all times - minimum shim size is 1 mm. 2. Fit the selected shim(s) to the shank of the anchor strut as follows. a. Inspect the shim(s) for damage, wear or corrosion and replace as necessary. The shim(s) are to be installed between the case abutment face and the anchor strut flange. b. The shim(s) are to be fitted by hand and under no circumstances to be hammered or forced. d. The shim(5) are to be pressed on by hand until an audible click is heard. The click indicates that the shim is clipped home correctly. 3. Re-check that the piston travel is 3.75 mm 0.625 mm. 29 DIAGNOSIS DIAGNOSTIC TROUBLE CODES How to use Scanner - 100 on the vehicle. 30 BTRA DIAGNOSIS DIAGNOSTIC TROUBLE CODES Diagnostic trouble codes Abbreviation P : Passed Trouble Code C : Current Trouble Code 31 BTRA DIAGNOSIS DIAGNOSTIC TROUBLE CODES Diagnostic trouble codes 32

BTRA DIAGNOSIS DIAGNOSTIC TROUBLE CODES Diagnostic trouble codes 33 BTRA VALVE BODY ASSEMBLY COMPONENTS Valve body assembly 2. O ring 8. Screw 3. O ring 9. Solenoid retainer 4. Solenoid filter 10. Screw 5. Solenoid 11. Screw 6. Solenoid 12. Solenoid retainer 7. Screw 13. Bolt 34 BTRA COMPONENTS VALVE BODY AND CASE ASSEMBLY Valve body and Case assembly Line pressure plug Abbreviation of valves 1. MANUAL : Manual valve 2. BAR : Band Apply Regulator valve -------------------- S4 3. DAMPER : Damper Lo-1st check valve ------------- S5 4. LP RELIEF : Line Pressure Relief valve 5. SEQ 4-3 : 4-3 Sequence valve 6. CAR : Clutch Apply Regulator valve ----------------- S3 7. SSV : Solenoid supply valve --------------------------- S6 8. SHIFT 1-2 : 1-2 shift valve ------------------------------ S1

9. SHIFT 2-3 : 2-3 shift valve ------------------------------ S2 10.SHIFT 3-4 : 3-4 shift valve ---------------------------- S1 35 BTRA VALVE BODY ASSEMBLY COMPONENTS Lower valve body (Lower Valve Body) Location of check balls (Upper Valve Body and Check Ball Locations) 36 BTRA COMPONENTS CASE ASSEMBLY AND OIL SUPPLY PORTS BTRA Case assembly and oil supply ports C1 B1 OUTER B1 RELEASE C3 B2 OUTER B1 INNER C2 C4 B2 INNER (Oil supply port locations) 37 COMPONENTS TORQUE CONVERTER HOUSING AND ASSOCATED PARTS BTRA Case assembly and oil supply ports 1. Plate to pump cover gasket 18. Bushing 2. Cover plate to case gasket 19. Bushing

3. O ring 20. Bushing 4. O ring 21. Bushing 5. O ring 22. Needle bearing assembly 6. Ring seal 23. Washer 7. O ring 24. Snap ring 8. O ring 25. Snap ring 9. O ring 26. Solenoid 35. Pump cover assembly 36. Bolt 37. Bolt 38. Bolt 39. Shim -1.127 mm 40. Cylinder assembly 41. Input shaft assembly 42. Piston assembly 43. Spring 10. Oil seal 27. Screw 11. Ring seal 28. Pin 12. Ring seal 29. Contact plate assembly 13. Ring seal 30. Torque converter assembly 14. Clutch disc(C1)-2.0 mm 31. Converter housing assembly 15. Clutch disc(C1)-2.25 mm 32. Pump & cover assembly 16. Clutch disc(C1)-2.0 mm 33. Pump assembly 17. Bushing

34. Screw 44. Spring retainer 38 45. Over drive shaft & hub assembly 46. Clutch hub 47. Bolt 48. Retainer 49. Bolt COMPONENTS TRANSMISSION CASE AND ASSOCATED PARTS Transmission case and Associated parts 39 BTRA COMPONENTS TRANSMISSION CASE AND ASSOCATED PARTS BTRA Transmission case and Associated parts 1. RR servo gasket 33. Bolt 2. Adapter to case gasket 34. Oil cooler connector 3. O ring 35. Breather 4. O ring 36. RR servo lever 5. O ring 37. RR servo lever pin 6. O ring 38. Parking brake pawl 7. O ring 39. Parking pawl pivot pin 8. O ring 40. Spring 9. Oil seal 41. Parking brake rod lever

10. Oil seal 42. Spring 11. Bushing 43. Parking rod lever pivot pin 12. Washer 44. Screw 13. Retaining ring 45. Actuating rod assembly 14. Snap ring 46. Cam retaining plate 15. Snap ring 47. Screw 16. Retaining ring 48. Manual valve detent lever 17. Retaining ring 49. Manual valve actuating link 18. Inhibitor switch 50. Manual valve detent lever shaft 19. Strut anchor band shim 51. Spring 20. Transmission case assembly 52. Pin 21. Spring 53. Clip 22. BIR exhaust valve 54. FRT servo strut 23. FRT servo push rod 55. Clip 24. Spring 56. Apply strut 25. Spring seat 57. Strut anchor 26. Spring 58. RR. Servo rod

27. FRT servo piston 59. Anchor strut 28. Spring 60. Adapter housing assembly 29. FRT servo cover 61. Dowel pin 30. RR servo cover assembly 62. Bolt 31. RR servo piston 63. Oil filler plug 32. Spring 40 COMPONENTS OIL PAN AND ASSOCATED PARTS Oil pan and associated parts 1. Oil pan 6. Oil filter assembly 2. Screw 7. Multi-lip filter 3. Magnet 8. Wiring assembly 4. Oil pan gasket 9. O ring 5. Clip 41 BTRA COMPONENTS CLUTCH AND ASSOCATED PARTS BTRA Associated clutch parts 1. O ring 12. Clutch disc(C4)-1.4 mm 22. Snap ring 2. O ring

13. Clutch disc(C4)-1.4,1.8 mm 23. Snap ring 3. O ring 14. Clutch disc(C4) 24. Clutch piston 4. Clutch disc(C2)-1.8 mm 15. Wave washer 25. Actuating clutch sleeve 5. Clutch disc(C2)-2.0 mm 16. Thrust plate 26. Clutch piston 6. Clutch disc(C2)-2.25 mm 17. Needle bearing assembly 27. Spring 7. Clutch disc assembly 18. Washer 28. Spring retainer 8. Washer 19. Thrust inner race plate 29. Clutch machining hub 9. Clutch plate 20. Needle bearing assembly 30. One-way clutch assembly 10. Wave washer 21. Reverse sun thrust plate 31. Clutch machining hub 32. RR clutch hub 11. Clutch disc(C4)-2.2 mm 42 COMPONENTS OUTPUT SHAFT AND ASSOCATED PARTS BTRA Output shaft and Associated parts 1. O ring

14. Bushing 28. Clutch piston 2. O ring 15. Washer 29. Spring 3. O ring 17. Needle bearing assembly 30. Spring retainer 4. Ring seal 18. Needle bearing assembly 31. Reverse sun gear assembly 5. Ring seal 19. Needle bearing assembly 32. Planetary sun gear 6. Washer 20. Needle bearing assembly 33. CTR support assembly 7. Washer 21. Snap ring 34. Screw 8. Bushing 22. Snap ring 35. Carrier planet assembly 9. Bushing 23. Snap ring 36. OTR race 10. Bushing 24. Snap ring 37. RR retainer 11. Bushing 25. FRT band 38. RR clutch assembly 12. Bushing 26. RR band assembly

39. Output shaft 13. Bushing 27. Clutch cylinder assembly 40. Ring gear 43 COMPONENTS THRUST BEARING AND WASHER LOCATIONS Thrust bearing and Washer locations 44 BTRA DISASSEMBLY DISASSEMBLY BTRA Disassembly procedure Remove the inhibitor switch before washing the transmission in solvent or hot wash. It is assumed that the transmission fluid has been drained when the transmission was remov ed from the vehicle and that the special tools quoted are available. The transmission is dismantled in a modular fashion, and the details of disassembly for each module are given under the appropriate subject. Refer to table 9.10 in section 9.6 for details of all special tools required when performing disassembly procedures. Technicians overhauling these transmissions will also require a selection of good quality Tor x bit sockets, in particular numbers 30, 40 and 50, and an 8 mm,10 mm and 12 mm double h ex socket. To disassemble the transmission, proceed as follows: 1. Remove the converter and the converter housing. 2. Mount the transmission on the bench cradle No.0555-331895. 3. Remove the sump and the sump seal. 4. Detach each end of the filter retaining clip from the valve body and remove the filter. 5. Detach the wires from each solenoid and lay the wiring to one side. 6. Remove the valve body securing screws and remove the valve body from the case. 7. Remove the front servo cover circlip. Remove the cover and piston. Notice The plastic servo block is retained by the piston return spring only. 8. Where fitted, remove the flange yoke, and then remove the extension housing (RWD model). Remove the adapter housing (4WD model). 9. Remove the pump to case bolts using a multi-hex 8 mm spanner. 10. Using the pump puller No. 0555-332941, remove the pump. 11. Remove the input shaft, forward clutch cylinder, and the overdrive shaft as an assembly, withdrawing them through the front of the case. 12. Remove the C3 clutch cylinder and sun gears. 13. Remove the fronts band struts. Remove the front band. 14. Remove the two center support retaining bolts using a T50 Torx bit. 15. Remove the center support retaining circlip. Notice Do not hammer the output shaft to remove the center support as this will cause permanent damage to the thrust bearing surfaces. 16. Remove the center support, 1-2 one way clutch, planetary gear set and output shaft as an assembly. 17. Remove the parking rod cam plate. (T40 Torx bit). 18. Remove the rear band struts and remove the band. 45

ELECTRICAL SYSTEM BTRA (CHAIRMAN) ELECTRICAL WIRING DIAGRAM . . .. 1) Mode switch,Select position, Reverse lamp, T/M lever(NSBU) 30A 15 50 . 58 Ef 24 Ef 18 10A C107 2 11 (C40) 7.5A ECM 10 C106 3 C106 Br 3 1 Y C102 1 5 POWER WINTER 2 C204 9 W 3 ( ) BOSCH MODE SWITCH ILL

ECONO BR SB 4 C110 7 Ef 28 7.5A . . START PREVENTION RELAY 4 15 IGN 1 50 STA 58 ILL Ef 25 30A 7.5A .. C108 1 .. 4 3 2 2 4 IGNITION 1-2 RELAY 1 Ef 16 6 BG 30A BAT 1

15A A5 w ELRICS 10 C104 13 2 B 4 C102 C110 LY LR 10 C102 B TCM (BTRA) 3 . BR 7 C208 17 18 9 19 20 1 BrY WG 2 C207 5 C206 RY WY YG LgB 1 5 6 4

9 . 24 23 POWER WINTER (ECONO) 37 WY YB 1 2 T/M LEVER (SENSOR) BAT + B 48 49 . . 50 B+ DECODER GEAR POSITION INPUT/OUT PUT . .. . . . P R N D 3 2 G201 INHIBITOR SWITCH N R 3 4 T/M LEVER (NSBU S/W) C113 1 ST C401

5 . B RG 6 LH START MOTOR B . 2 M 1 CLUSTER (SELECT POSITION) 31 . P RY WY YG LgB 47 1 7 C207 BrY WG 31 3 6 RH 3 REVERSE LAMP B B B G201 G401 G401 G201

. . . ... G201 46 B 31 GND ELECTRICAL SYSTEM BTRA (CHAIRMAN) ELECTRICAL WIRING DIAGRAM .. . 2) Solenoids, Oil temperature sensor, Kick-down switch, Diagnosis link 30A 15 30A BAT 1 15 IGN 1 SB 4 30A 4 .. Ef 1 ECM DIAGNOSIS 38 . . C209 19 17 18 16 B2 H . . ... .... . . . .. . 10 B1 L BrR

Ef 27 C110 10 15A OVER VOLTAGE 3 C110 2 PROTECTION G C104 R RELAY RG 11 C111 9 4 3 8 1 15A 120 37 C108 6 EBCM K1 BG 120 C210 6 K2 K3 Br BG 2 7 15A 5 Br 22 23 21 LOW HIGH CAN(CONTROLLER AREA NETWORK) IG1 TCM (BTRA)

12 32 38 34 40 41 33 44 36 39 GB LB G L LgW RG Y WG BL BrW 9 1 2 3 4 5 8 6 7 15 15 C209 42 B LB 2 10

. . SOL 1 SOL 2 SOL 3 SOL 4 SOL 5 KICK DOWN SWITCH 1 TEMP SENSOR . B 31 BODY GROUND . SOL 6 SOL 7 BODY GROUND TRANSMISSON (BTRA) G201 . G103 47 31 GND ELECTRICAL SYSTEM ELECTRICAL WIRING DIAGRAM BTRA (Diesel) (Musso / Korando) 1) Power supply, Ground, Sensors (Throttle Position, Engine speed) Mode switch, Indicator circuit 48 ELECTRICAL SYSTEM ELECTRICAL WIRING DIAGRAM BTRA (Diesel) (Musso / Korando) 2) Solenoids, Oil temperature sensor, Kick-down switch, Gear position sensor 49 ELECTRICAL SYSTEM ELECTRICAL WIRING DIAGRAM

1) Power supply, Ground, Mode switch, Indicator circuit 50 BTRA (Gasoline) (Musso / Korando) ELECTRICAL SYSTEM ELECTRICAL WIRING DIAGRAM BTRA (Gasoline) (Musso / Korando) 2) Solenoids, Oil temperature sensor, Kick-down switch, Gear position sensor 51 ELECTRICAL SYSTEM ELECTRICAL CONNECTORS BTRA Electrical connector of Automatic Transmission (A14) (A30) (A1) (B6) (A15) 52 (B14) (B1) (B7)

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