545rfe Automatic Transmission - Service Information Jeep Grand Cherokee WK2

DESCRIPTION

The 545RFE automatic transmissions is a sophisticated, multi-range, electronically controlled transmission which combines optimized gear ratios for responsive performance, state of the art efficiency features and low NVH. Other features include driver adaptive shifting and three planetary gear sets to provide wide ratio capability with precise ratio steps for optimum driveability. The three planetary gear sets also make available a unique alternate second gear ratio. The primary 2nd gear ratio fits between 1st and 3rd gears for normal through-gear accelerations. The alternate second gear ratio (2 prime) allows smoother 4-2 kickdowns at high speeds to provide 2nd gear passing performance over a wider highway cruising range.

The hydraulic portion of the transmission consists of the transmission fluid, fluid passages, hydraulic valves, and various line pressure control components.

The primary mechanical components of the transmission consist of the following

1. Three multiple disc input clutches
2. Three multiple disc holding clutches
3. Five hydraulic accumulators
4. Three planetary gear sets
5. Dual Stage Hydraulic oil pump
6. Valve body
7. Solenoid pack

The Transmission Control Module (TCM) is the "heart" or "brain" of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. Depending on the vehicle configuration, the TCM may be a standalone module or it may be housed along with the Powertrain Control Module (PCM) in a single module. With this information, the TCM can calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission control relay, etc.).

Scheme 182

Transmission identification numbers are stamped (1) on the left side of the case just above the oil pan sealing surface. (Scheme 182) Refer to this information when ordering replacement parts. A label is attached to the transmission case above the stamped numbers. The label gives additional information which may also be necessary for identification purposes.

GEAR RATIOS

The 545RFE gear ratios are

OPERATION

The 545RFE transmission offers full electronic control of all automatic up and downshifts, and features real-time adaptive closed-loop shift and pressure control. Electronic shift and torque converter clutch controls help protect the transmission from damage due to high temperatures, which can occur under severe operating conditions. By altering shift schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission cooling.

To help reduce efficiency-robbing parasitic losses, the transmissions includes a dual-stage transmission fluid pump with electronic output pressure control. Under most driving conditions, pump output capacity greatly exceeds that which is needed to keep the clutches applied. The 545RFE pump-pressure control system monitors input torque and adjusts the pump pressure accordingly. The primary stage of the pump works continuously; the second stage is bypassed when demand is low. The control system also monitors input and output speed and, if incipient clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to demand.

A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The 545RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. It is also designed to maximize the benefit of the structural dust cover that connects the bottom of the bell housing to the engine bedplate, enhancing overall power train stiffness. Dual filters protect the pump and other components. A cooler return filter is added to the customary main sump filter. Independent lubrication and cooler circuits assure ample pressure for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low temperatures.

Note. Note that vehicles (such as the WK, WH, XK, XH) equipped with ERS (Electronic Range Select) do not provide 2nd gear in limp-in, because the shift lever has no "2" or "1" position.

The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE, NEUTRAL, SECOND, and THIRD gears, based solely on driver shift lever selection. This design allows the vehicle to be driven (in "limp-in" mode) in the event of a electronic control system failure, or a situation that the Transmission Control Module (TCM) recognizes as potentially damaging to the transmission.

The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTC's, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the appropriate scan tool.

Transmission malfunctions may be caused by these general conditions

1. Poor engine performance
2. Improper adjustments
3. Hydraulic malfunctions
4. Mechanical malfunctions
5. Electronic malfunctions

Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and condition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected or if more diagnosis is necessary. If the problem persists after the preliminary tests and corrections are completed, hydraulic pressure checks should be performed.

PRELIMINARY

Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for disabled vehicles (will not back up or move forward).

VEHICLE IS DRIVABLE

1. Record all DTCs and the accompanying DTC Event Data.
2. Check for an appropriate Technical Service Bulletin that applies to the customer complaint.
3. Check fluid level and condition.
4. Road test and note how transmission upshifts, downshifts, and engages.
5. If the complaint was related to shift quality, perform the Quick Learn and Drive Learn Procedure. Refer to «MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#electronic-control-modules-service-information) . .
6. If the shift complaint still exists, compare actual line pressure (sensor reading, using the scan tool) to the Desired Line Pressure reading, in Park, Drive, and Reverse at 1500 RPM. Check that the LP sensor reads 30 psi (the minimum it should ever display) with key on / engine off.
7. Perform air-pressure test to check clutch operation. Refer to «AIR CHECKING TRANSMISSION CLUTCH OPERATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#545rfe-automatic-transmission-service-information) .
8. Replace the Transmission Solenoid/TRS Assembly and perform the Quick Learn and Drive Learn procedures again. Refer to «MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/communication-devices/#electronic-control-modules-service-information) .
9. If the complaint still exists, remove, inspect, and repair the transmission as necessary

VEHICLE IS DISABLED

1. Record all DTCs and the accompanying DTC Event Data.
2. With engine running, place transmission in gear and verify correct PRNDL reading. Observe the Input and Output speeds using the scan tool. If output RPM is greater than zero but vehicle does not move, check for transfer case in Neutral (or failed internally), failed propshaft, or failed / disconnected drive axle. If output RPM is zero and input RPM is greater than zero, internal transmission slippage is indicated. Run clutch slip tests using the scan tool, check oil pan for debris, and air check the various clutch circuits.
3. Shift the transmission into neutral, if both input and output speeds are zero, check flexplate bolts, torque converter, and transmission input shaft.
4. Compare actual line pressure (sensor reading, using the scan tool) to the Desired Line Pressure reading, in Park, Drive, and Reverse at 1500 RPM. Check that the LP sensor reads 30 psi (the minimum it should ever display) with key on / engine off. If line pressure is incorrect, check fluid level and condition.
5. Remove, inspect, and repair the transmission as necessary

ROAD TESTING

Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if necessary. Verify that all diagnostic trouble codes have been resolved.

Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of transmission operation.

Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage. Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive.

Slippage indicated by engine flare, usually means clutch, overrunning clutch, or line pressure problems.

A slipping clutch can often be determined by comparing which internal units are applied in the various gear ranges. The Clutch Application charts provide a basis for analyzing road test results.

Note. Vehicles equipped with ERS will actually display as if the transmission were a six speed (ERS second prime as third, third as fourth, fourth as fifth etc.

545RFE CLUTCH APPLICATION CHART

HYDRAULIC PRESSURE TEST

An accurate tachometer and pressure test gauges are required. Oil Pressure Gauge (special tool #C-3293-SP, Gauge, Pressure 0-300 P.S.I.) has a 300 psi range and is used at all locations where pressures exceed 100 psi.

Scheme 183

Only two pressure ports are supplied on the transmission case. The torque converter clutch apply (3) and release (1) ports are located on the right side of the transmission case. (Scheme 183)

Scheme 184

To determine the line pressure, there are two available methods. The scan tool can be used to read line pressure from the line pressure sensor. The second method is to install Line Pressure Adapter (special tool #8259, Adapter, Pressure Test) (3) into the transmission case and then install the pressure gauge and the original sensor (2) into the adapter. (Scheme 184) This will allow a comparison of the scan tool readings and the gauge reading to determine the accuracy of the line pressure sensor. The scan tool line pressure reading should match the gauge reading within ±10 psi.

TEST PROCEDURE

All pressure readings should be taken with the transmission fluid level full, transmission oil at the normal operating temperature, and the engine at 1500 rpm. Check the transmission for proper operation in each gear position that is in question or if a specific element is in question, check the pressure readings in at least two gear positions that employ that element. Refer to HYDRAULIC SCHEMATICS to determine the correct pressures for each element in a given gear position.

Note. The 545RFE utilizes closed loop control of pump line pressure. The pressure readings may therefore vary greatly but should always follow line pressure.

Some common pressures that can be measured to evaluate pump and clutch performance are the upshift/downshift pressures, garage shift pressures, and TCC pressure. The upshift/downshift pressure for all shifts are shown in UPSHIFT PRESSURES and DOWNSHIFT PRESSURES . In-gear maximum pressure for each gear position is shown in IN-GEAR PRESSURES . The garage shift pressure when performing a N-R shift is 220 psi for 4.7L equipped vehicles and 250 psi for 5.7L equipped vehicles. The garage shift pressure for the R-N shift is 120 psi. The garage shift pressure for the N-1 shift is 135 psi for 4.7L equipped vehicles and 165 psi for 5.7L equipped vehicles. Torque converter lock-up pressure is 120 psi for 4.7L equipped vehicles and 125 psi for 5.7L equipped vehicles.

UPSHIFT PRESSURES

DOWNSHIFT PRESSURES

IN-GEAR PRESSURES

Scheme 185

Air-pressure testing can be used to check transmission clutch operation. The test can be conducted with the transmission either in the vehicle or on the work bench, as a final check.

Air-pressure testing requires that the oil pan and valve body be removed from the transmission. The clutch apply passages are shown in the Air Pressure Test Passages graphic. (Scheme 185)

Note. The air supply which is used must be free of moisture and dirt. Use a pressure of 30 psi to test clutch operation.

Apply air pressure at each port. If the clutch is functioning, a soft thump will be heard as the clutch is applied. The clutch application can also be felt by touching the appropriate element while applying air pressure. As the air pressure is released, the clutch should also release.

CONVERTER HOUSING FLUID LEAK

When diagnosing converter housing fluid leaks, two conditions must be established before repair.

1. Verify that a leak condition actually exists.
2. Determined the true source of the leak.

Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid in the converter housing, or excess fluid spilled during factory fill or fill after repair. Converter housing leaks have several potential sources. Through careful observation, a leak source can be identified before removing the transmission for repair. Torque converter seal leaks tend to move along the drive hub and onto the rear of the converter. Pump cover seal leaks tend to run down the cover and the inside surface of the bellhousing.

Some leaks, or suspected leaks, may be particularly difficult to locate. If necessary, a Mopar® approved dye should be used to locate and confirm a leak.

Scheme 186

Possible sources of converter leaks are

1. Leaks at the weld joint around the outside diameter weld. (Scheme 186)
2. Leaks at the converter hub weld. (Scheme 186)

In most cases, a torque converter which is wet from transmission fluid indicates a leak at one of these areas.

STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-Coils™, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a special Heli-Coil™ tap, or equivalent, and installing a Heli-Coil™ insert, or equivalent, into the hole. This brings the hole back to its original thread size.

Heli-Coil™, or equivalent, tools and inserts are readily available from most automotive parts suppliers.

SPECIFICATIONS

GENERAL

GEAR RATIOS

TORQUE SPECIFICATIONS

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REMOVAL

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1. Disconnect the negative battery cable.
2. Raise and support the vehicle
3. Remove the rear propeller shaft. Refer to «SHAFT, DRIVE, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .
4. Remove the front propeller shaft. Refer to «SHAFT, DRIVE, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft__removal) .
5. Remove the engine to transmission structural cover (1), 5.7L shown in illustration. Refer to «COVER, STRUCTURAL DUST, REMOVAL, 5.7L»(/jeep/grand-cherokee/wk2-2010-2013/remont/mechanical/#57l-engine-service-information) .
6. Remove the torque converter bolts (3).
7. Remove the exhaust support bracket from the rear of the transmission.
8. Disconnect and lower or remove any necessary exhaust components.
9. Remove the starter motor.
10. Rotate crankshaft in clockwise direction until converter bolts are accessible. Then remove bolts one at a time. Rotate crankshaft with socket wrench on dampener bolt.
11. Disconnect the input speed sensor (2) connector.
12. Disconnect the output speed sensor (2) connector.
13. Disconnect the solenoid and pressure switch assembly (2) connector.
14. Disconnect the line pressure sensor (2) connector.
15. Disconnect gearshift cable (3) from transmission manual valve lever (2) and shift cable bracket (4).
16. If necessary, remove the MP2010 transfer case (1) from the transmission (2). Refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__removal) .
17. If necessary, remove the MP3023 transfer case (1) from the transmission (2). Refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__removal) .
18. Remove the engine oil pan to transmission bolts (1), 5.7L only.
19. Remove the bolt (4) holding the transmission fill tube (2) to the transmission (1) and remove the fill tube.
20. Disconnect transmission fluid cooler lines (2) at transmission (1) fittings and clips.
21. Disconnect the transmission vent hose from the transmission.
22. Support rear of engine with safety stand or jack.
23. Raise transmission slightly with service jack to relieve load on crossmember and supports.
24. Remove bolts attaching crossmember to frame and remove crossmember.
25. Remove all remaining transmission (2) to engine (1) bolts (3).
26. Carefully work transmission (2) and torque converter assembly rearward off engine (1) block dowels.
27. Hold torque converter in place during transmission removal.
28. Lower transmission and remove assembly from under the vehicle.
29. To remove torque converter, carefully slide torque converter out of the transmission.

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1. Drain fluid from transmission.
2. Clean exterior of transmission with suitable solvent or pressure washer.
3. Remove the torque converter from the transmission.
4. Remove the manual shift lever (1) from the transmission. (Scheme 223) 1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
5. Remove the input (3), output (1), and line pressure sensors (2) from the transmission case. (Scheme 224)
6. Inspect the ends of the sensors for debris, which may indicate the nature of the transmission failure. 1 - TOOL 8257
7. Install Support Stand (special tool #8257, Support, Transmission) (1) onto the transmission case. (Scheme 225) 1 - TOOL 8266A 2 - TOOL C-3339A
8. Using Adapter (special tool #8266-1, Spline Tool, RFE Input) from End-Play Tool Set (special tool #8266B, End Play Socket Set) (1) and Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (2), measure and record the input shaft end-play. (Scheme 226) NOTE: When measuring the input shaft end-play, two "stops" will be felt. When the input shaft is pushed inward and the dial indicator zeroed, the first "stop" felt when the input shaft is pulled outward is the movement of the input shaft in the input clutch housing hub. This value should not be included in the end-play measured value and therefore must be recorded and subtracted from the dial indicator reading. 1 - TOOL 10065 2 - TOOL 8266-20 3 - TOOL C-3339A
9. Remove the bolts holding the transmission extension/adapter housing to the transmission case.
10. Remove the extension/adapter housing from the transmission case.
11. Using Alignment Plate (special tool #8261, Plate, Alignment) (1), Adapter (special tool #8266-17, Spline Tool, RFE Output) from End-Play Tool Set (special tool #8266B, End Play Socket Set) (2) and Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (3), measure and record the output shaft end-play. (Scheme 227) 1 - PRIMARY OIL FILTER 2 - COOLER RETURN FILTER 3 - VALVE BODY
12. Remove the bolts holding the transmission oil pan to the transmission case.
13. Remove the transmission oil pan from the transmission case.
14. Remove the primary oil filter (1) and the oil cooler return filter (2). 1 - VALVE BODY TO CASE BOLT (6)
15. Remove the bolts (1) holding the valve body to the transmission case. (Scheme 229)
16. Remove the valve body from the transmission case. 1 - Front Cover 2 - Front Cover O-Ring 3 - Snap Ring 4 - Front Cover Seal
17. Remove the outer snap-ring (3) securing the transmission front cover (1) into the transmission case. (Scheme 230)
18. Reaching through a case opening in the valve body area with a long blunted tool, remove the transmission front cover (1) from the transmission case. (Scheme 230) 1 - OIL PUMP TO CASE BOLT (6) 2 - OIL PUMP
19. Remove the bolts (1) holding the oil pump into the transmission case. (Scheme 231)
20. Remove the oil pump (2). Hold inward on the input shaft to prevent pulling the input clutch assembly with the oil pump. (Scheme 231) CAUTION: If the input shaft is not held during oil pump removal, the input clutch assembly will attempt to move forward with the oil pump and the numbers 2, 3, or 4 bearings inside the input clutch assembly may become dislodged. 1 - THRUST BEARING NUMBER 5 2 - THRUST PLATE (SELECT) 3 - INPUT CLUTCH ASSEMBLY 4 - THRUST BEARING NUMBER 1
21. Remove the number 1 thrust bearing (4) from the input clutch assembly. (Scheme 232)
22. Remove the input clutch assembly (3) from the transmission case. (Scheme 232)
23. Remove the number 5 thrust bearing (1) and selective thrust plate (2) from the input clutch assembly (3), or the 4C clutch retainer/bulkhead. (Scheme 232) 1 - SNAP-RING 2 - 4C CLUTCH RETAINER/BULKHEAD
24. Remove the 4C clutch retainer/bulkhead tapered snap-ring (1) from the transmission case. (Scheme 233)
25. Remove the 4C clutch retainer/bulkhead (2) from the transmission case. (Scheme 233) 1 - SNAP-RING 2 - PLATE 3 - DISC 4 - REACTION PLATE
26. Remove the front 2C clutch pack snap-ring (1) from the transmission case. (Scheme 234)
27. Remove the 2C clutch pack (2, 3, 4) from the transmission case. (Scheme 234) 1 - THRUST BEARING NUMBER 8 5 - THRUST BEARING NUMBER 7 2 - THRUST BEARING NUMBER 9 6 - THRUST PLATE (SELECT) 3 - REACTION PLANETARY CARRIER 7 - THRUST BEARING NUMBER 6 4 - REACTION SUN GEAR 8 - REACTION ANNULUS
28. Remove the rear selective thrust plate (6) and number 6 thrust bearing (7) from the reaction annulus (8). (Scheme 235)
29. Remove the reaction annulus (8) from the reaction planetary carrier (3). (Scheme 235)
30. Remove the number 7 thrust bearing (5). (Scheme 235)
31. Remove the reaction sun gear (4). (Scheme 235)
32. Remove the number 8 thrust bearing (1) from the reaction planetary carrier (3). (Scheme 235)
33. Remove the reaction planetary carrier (3). (Scheme 235) Note that this planetary gear set has three pinion gears.
34. Remove the number 9 thrust bearing (2) from the reverse planetary gear set. (Scheme 235) 1 - SNAP-RING
35. Remove the snap-ring (1) holding the park sprag gear onto the output shaft. (Scheme 236) 1 - PARK SPRAG GEAR
36. Remove the park sprag gear (1) from the output shaft. (Scheme 237) 1 - INPUT/REVERSE PLANETARY ASSEMBLY 2 - BEARING NUMBER 9 3 - BEARING NUMBER 12
37. Remove the input/reverse planetary assembly (1). (Scheme 238)
38. Remove the number 12 thrust bearing (3) from the input/reverse planetary assembly (1). (Scheme 238) 1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY 2 - SNAP-RING
39. Remove the snap-ring (2) holding the low/reverse clutch retainer (1) into the transmission case. (Scheme 239)
40. Remove the low/reverse clutch retainer (1) from the transmission case. (Scheme 239) 1 - GUIDE 2 - SNAP-RING 3 - SHAFT 4 - SPRING 5 - PARK PAWL 6 - MANUAL SHAFT/LEVER 7 - PARK ROD
41. Remove the park rod (7) and e-clip. (Scheme 240)
42. Remove the park rod guide snap-ring (2). (Scheme 240)
43. Remove the park rod guide (1). (Scheme 240)
44. Remove the park pawl pivot shaft (3), park pawl (5), and spring (4). (Scheme 240)
45. Remove the manual selector shaft (6). (Scheme 240)
46. Remove the manual selector shaft seal.
47. Remove the dipstick tube seal.

CLEANING

The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on shafts, or valves, use extreme care to avoid rounding off sharp edges. Sharp edges are vital as they prevent foreign matter from getting between the valve and valve bore.

Do not reuse oil seals, gaskets, seal rings, or O-rings during overhaul. Replace these parts as a matter of course. Also do not reuse snap rings or E-clips that are bent or distorted. Replace these parts as well.

Lubricate transmission parts with Mopar® ATF +4, Automatic Transmission Fluid, during overhaul and assembly. Use petroleum jelly, Mopar® Door Ease, or Ru-Glyde to prelubricate seals, O-rings, and thrust washers. Petroleum jelly can also be used to hold parts in place during reassembly.

Clean the case in a solvent tank. Flush the case bores and fluid passages thoroughly with solvent. Dry the case and all fluid passages with compressed air. Be sure all solvent is removed from the case and that all fluid passages are clear.

Note. Do not use shop towels or rags to dry the case (or any other transmission component) unless they are made from lint-free materials. Lint will stick to case surfaces and transmission components and circulate throughout the transmission after assembly. A sufficient quantity of lint can block fluid passages and interfere with valve body operation.

INSPECTION

Inspect the case for cracks, porous spots, worn bores, or damaged threads. Damaged threads can be repaired with Helicoil® thread inserts. However, the case will have to be replaced if it exhibits any type of damage or wear.

ASSEMBLY

Note. Apply trans jell or petroleum jelly to all slide portions, rolling contacts surfaces, thrust surfaces etc. to prevent burnout during initial operation. Lubricate O-rings and O-ring seals with MOPAR® ATF+4. Soak all friction disks in MOPAR® ATF+4 for at least two hours before assembly of clutch packs.

Note. Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring.

Note. If the transmission assembly is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the Quick Learn Procedure using the scan tool. Refer to MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE .

Scheme 241

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1. Install a new selector shaft seal (1) using Seal Installer (special tool #8253, Installer, Seal) (2). (Scheme 241) 1 - MANUAL SHAFT LEVER
2. Install the manual selector shaft and retaining screw. Tighten the manual selector shaft retaining screw to 28 N.m (250 in.lbs.).
3. Install the manual shift lever (1) onto the manual selector shaft. see scheme 62 Tighten the retaining cross-bolt to 16 N.m (140 in.lbs.). 1 - GUIDE 2 - SNAP-RING 3 - SHAFT 4 - SPRING 5 - PARK PAWL 6 - MANUAL SHAFT/LEVER 7 - PARK ROD
4. Install the park pawl (5), spring (4), and shaft (3). see scheme 63
5. Install the park rod (7) and e-clip. see scheme 63
6. Install the park rod guide (1) and snap-ring (2). see scheme 63 1 - TOOL 8254 2 - SEAL
7. Install a new fill tube seal (2) using Seal Installer (special tool #8254, Installer, Grommet) (1). (Scheme 242) 1 - SNAP-RING 2 - PLATE 3 - DISC 4 - REACTION PLATE NOTE: Before final assembly of transmission centerline, the 2C/4C clutch components should be installed into position and measured as follows
8. Install the 2C reaction plate (4) with the beveled edge down (rearward) into the transmission case. see scheme 65
9. Install the 2C clutch pack (2, 3) into the transmission case. see scheme 65
10. Install the flat 2C clutch snap-ring (1) into the transmission case. see scheme 65 1 - SNAP-RING 2 - 4C CLUTCH RETAINER/BULKHEAD
11. Install the 4C retainer/bulkhead (2) into the transmission case. (Scheme 243) Make sure that the oil feed holes are pointing toward the valve body area.
12. Install the 4C retainer/bulkhead tapered snap-ring (1) into the transmission case. Make sure that the open ends of the snap-ring are located in the case opening toward the valve body area.
13. Using a feeler gauge through the opening in the rear of the transmission case, measure the 2C clutch pack clearance between the 2C reaction plate and the transmission case at four different points. The average of these measurements is the 2C clutch pack clearance. The correct clutch clearance is 0.455-1.335 mm (0.018-0.053 in.). The reaction plate is not selective. If the clutch pack clearance is not within specification, the reaction plate, all the friction discs, and steels must be replaced.
14. Remove the 4C retainer/bulkhead and all of the 2C clutch components from the transmission case. 1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY 2 - SNAP-RING
15. Install the low/reverse clutch assembly (1). Make sure that the oil feed hole points toward the valve body area and that the bleed orifice is aligned with the notch in the rear of the transmission case.
16. Install the snap-ring (2) to hold the low/reverse clutch retainer into the transmission case. see scheme 67 The snap-ring is tapered and must be installed with the tapered side forward. Once installed, verify that the snap-ring is fully seated in the snap-ring groove.
17. Air check the low/reverse clutch and verify correct overrunning clutch operation. 1 - INPUT/REVERSE PLANETARY ASSEMBLY 2 - BEARING NUMBER 9 3 - BEARING NUMBER 12
18. Install the number 12 thrust bearing (3) over the output shaft and against the rear planetary gear set. The flat side of the bearing goes toward the planetary gearset and the raised tabs on the inner race should face the rear of the transmission.
19. Install the reverse/input planetary assembly (1) through the low/reverse clutch assembly. see scheme 68 1 - PARK SPRAG GEAR
20. Install the park sprag gear (1) onto the output shaft. see scheme 69 1 - SNAP-RING
21. Install the snap-ring (1) to hold the park sprag onto the output shaft. see scheme 70 1 - SNAP-RING 2 - PLATE 3 - DISC 4 - REACTION PLATE
22. Install the 2C reaction plate (4) with the beveled edge down (rearward) into the transmission case. see scheme 71
23. Install the 2C clutch pack (2, 3, 4) into the transmission case. see scheme 71 1 - THRUST BEARING NUMBER 8 5 - THRUST BEARING NUMBER 7 2 - THRUST BEARING NUMBER 9 6 - THRUST PLATE (SELECT) 3 - REACTION PLANETARY CARRIER 7 - THRUST BEARING NUMBER 6 4 - REACTION SUN GEAR 8 - REACTION ANNULUS
24. Install the number 8 thrust bearing (1) inside the reaction carrier with the outer race against the reaction planetary carrier (3).
25. Install the reaction planetary gear set and the number 9 thrust bearing (2), with the inner race against the reaction planetary carrier (3), into the transmission case. see scheme 72
26. Install the flat 2C clutch snap-ring into the transmission case. see scheme 71
27. Install the reaction sun gear (4) into the reaction planetary gear set. Make sure the small shoulder is facing the front of the transmission. see scheme 72
28. Install the number 7 thrust bearing (5) onto the reaction sun gear (4) with the inner race against the sun gear. see scheme 72 1 - LOCATING LUG (3) 2 - THRUST PLATE
29. Install the output shaft selective thrust plate (2) onto the reaction annulus with the oil grooves facing the annulus gear and the lugs (1) and notches aligned as shown in illustration. (Scheme 244) 1 - THRUST BEARING NUMBER 8 5 - THRUST BEARING NUMBER 7 2 - THRUST BEARING NUMBER 9 6 - THRUST PLATE (SELECT) 3 - REACTION PLANETARY CARRIER 7 - THRUST BEARING NUMBER 6 4 - REACTION SUN GEAR 8 - REACTION ANNULUS
30. Install the number 6 thrust bearing (7) against the output shaft selective thrust plate (6) with the flat side against the thrust plate and the raised tabs on the inner race facing the front of the transmission. see scheme 74
31. Install the reaction annulus (8) into the reaction planetary gear set. see scheme 74 1 - SNAP-RING 2 - 4C CLUTCH RETAINER/BULKHEAD
32. Install the 4C retainer/bulkhead (2) into the transmission case. Make sure that the oil feed holes are pointing toward the valve body area. Rotate the reaction annulus during the installation of the 4C retainer/bulkhead to ease installation.
33. Install the 4C retainer/bulkhead tapered snap-ring (1) into the transmission case with the taper toward the front of the case. see scheme 75 Make sure that the open ends of the snap-ring are located in the case opening toward the valve body area.
34. Air check the 2C and 4C clutch operation. 1 - TOOL 10065 2 - TOOL 8266-20 3 - TOOL C-3339A
35. Using Alignment Plate (special tool #8261, Plate, Alignment) (1), Adapter (special tool #8266-17, Spline Tool, RFE Output) from End-Play Tool Set (special tool #8266B, End Play Socket Set) (2) and Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (3), measure and record the output shaft end-play. see scheme 76 The correct output shaft end-play is 0.22-0.55 mm (0.009-0.021 in.). Adjust as necessary. Install the chosen output shaft selective thrust plate and re-measure end-play to verify selection. Output Shaft End Play Selectable Bearing Spacer Thickness 09 = 2.18 mm (0.086 in.) 10 = 2.33 mm (0.092 in.) 11 = 2.48 mm (0.098 in.) 12 = 2.63 mm (0.103 in.) 13 = 2.78 mm (0.109 in.) 14 = 2.69 mm (0.115 in.) 43 = 3.08 mm (0.121 in.) 16 = 3.23 mm (0.127 in.) 17 = 3.38 mm (0.133 in.) 18 = 3.53 mm (0.139 in.) 19 = 3.68 mm (0.145 in.)
36. Apply a bead of RTV silicone and install the extension/adapter housing onto the transmission case.
37. Install and torque the bolts to hold the extension/adapter housing onto the transmission case. The correct torque is 54 N.m (40 ft.lbs.). 1 - THRUST BEARING NUMBER 5 2 - THRUST PLATE (SELECT) 3 - INPUT CLUTCH ASSEMBLY 4 - THRUST BEARING NUMBER 1
38. Install the number 5 thrust bearing (1) and selective thrust plate (2) onto the 4C retainer/bulkhead. see scheme 77 Be sure that the outer race of the bearing is against the thrust plate.
39. Install the input clutch assembly (3) into the transmission case. see scheme 77 Make sure that the input clutch assembly is fully installed by performing a visual inspection through the input speed sensor hole. If the tone wheel teeth on the input clutch assembly are centered in the hole, the assembly is fully installed.
40. Install the number 1 thrust bearing (4) with the outer race up in the pocket of the input clutch assembly. see scheme 77 1 - OIL PUMP TO CASE BOLT (6) 2 - OIL PUMP
41. Install the oil pump (2) into the transmission case making certain the oil pump is flush with the transmission case. see scheme 78
42. Install the bolts (1) to hold the oil pump into the transmission case. Tighten the oil pump bolts to 28 N.m (250 in.lbs.). 1 - TOOL 8266A 2 - TOOL C-3339A NOTE: When measuring the input shaft end-play, two "stops" will be felt. When the input shaft is pushed inward and the dial indicator zeroed, the first "stop" felt when the input shaft is pulled outward is the movement of the input shaft in the input clutch housing hub. This value should not be included in the end-play measured value and therefore must be recorded and subtracted from the dial indicator reading. If NO input shaft end play is noted, disassemble the input clutch assembly and check for the #2, #3, or #4 thrust bearing fallen out of position or cracked. Replace any cracked thrust bearing and reassemble using trans jell or petroleum jelly to retain the thrust bearings.
43. Using Adapter (special tool #8266-1, Spline Tool, RFE Input) from End-Play Tool Set (special tool #8266B, End Play Socket Set) (1) and Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (2), measure and record the input shaft end-play. see scheme 79 The correct end-play is 0.46-0.89 mm (0.018-0.035 in.). Adjust as necessary. Install the chosen thrust plate on the number 5 thrust bearing and re-measure end-play to verify selection. Input Shaft End Play Selectable Bearing Spacer Thickness 27 = 1.57 mm (0.062 in.) 28 = 1.71 mm (0.067 in.) 29 = 1.85 mm (0.073 in.) 30 = 1.99 mm (0.078 in.) 31 = 2.13 mm (0.084 in.) 32 = 2.27 mm (0.089 in.) 33 = 2.41 mm (0.095 in.) 34 = 2.55 mm (0.100 in.) 35 = 2.69 mm (0.106 in.) 36 = 2.83 mm (0.111 in.) 37 = 2.97 mm (0.117 in.) 38 = 3.11 mm (0.122 in.) 39 = 3.25 mm (0.128 in.) 40 = 3.39 mm (0.133 in.) 41 = 3.67 mm (0.144 in.) 1 - Front Cover 2 - Front Cover O-Ring 3 - Snap Ring 4 - Front Cover Seal NOTE: To avoid contamination and garter spring dislodgement, do not handle the front cover seal when installing the front cover into the transmission case.
44. Position the new front cover (1) onto transmission case. 1 - Front Cover installation Tool 9955
45. Using a dead-blow mallet and the Front Cover installation tool (special tool #9955, Installer, Front Cover), install the front cover into the transmission case.
46. Install the snap ring into the transmission case. 1 - VALVE BODY TO CASE BOLT (6)
47. Install the valve body. Verify that the pin on the manual lever has properly engaged the TRS selector plate. Tighten the valve body to transmission case bolts (1) to 12 N.m (105 in. see scheme 82lbs.). 1 - PRIMARY OIL FILTER 2 - COOLER RETURN FILTER 3 - VALVE BODY CAUTION: The primary oil filter seal MUST be fully installed flush against the oil pump body. DO NOT install the seal onto the filter neck and attempt to install the filter and seal as an assembly. Damage to the transmission will result.
48. Install a new primary oil filter seal in the oil pump inlet bore. Seat the seal in the bore with the butt end of a hammer, or other suitable tool.
49. Install the primary oil filter (1) and the oil cooler return filter (2). Tighten the screw to hold the primary oil filter to the valve body to 4.5 N.m (40 in.lbs.). Using Filter Wrench (special tool #8321, Wrench, Oil Filter), tighten the cooler return oil filter to the transmission case to 9.5 N.m (84 in.lbs.).
50. Apply RTV silicone to the oil pan and install the transmission oil pan. Tighten the bolts to 12 N.m (105 in.lbs.). 1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
51. Install the input (3), output (1), and line pressure sensors (2). see scheme 84 Tighten the bolts to 12 N.m (105 in.lbs.).

INSTALLATION

1. Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and flats with 320/400 grit paper and crocus cloth if necessary. Verify that the converter hub o-ring is properly installed and is free of any debris. The hub must be smooth to avoid damaging pump seal at installation.
2. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift lever and shift cable bracket, from the original transmission onto the replacement transmission.
3. Lubricate oil pump seal lip with transmission fluid.
4. Align converter and oil pump.
5. Carefully insert converter in oil pump. Then rotate converter back and forth until fully seated in pump gears.
6. Check converter seating with steel scale and straightedge. Surface of converter lugs should be at least 13 mm (1/2 in.) to rear of straightedge when converter is fully seated.
7. Temporarily secure converter with C-clamp.
8. Position transmission on jack and secure it with chains.
9. Check condition of converter driveplate. Replace the plate if cracked, distorted or damaged. Also be sure transmission dowel pins are seated in engine block and protrude far enough to hold transmission in alignment.
10. Apply a light coating of Mopar® High Temp Grease to the torque converter hub pocket in the rear pocket of the engine's crankshaft.
11. Raise transmission and align the torque converter with the drive plate and the transmission converter housing with the engine block. NOTE: Before aligning the transmission to the engine block fit the transmission fill tube to the vehicle.
12. Move transmission forward. Then raise, lower, or tilt transmission (2) to align the converter housing with the engine (1) block dowels.
13. Carefully work transmission forward and over engine block dowels until converter hub is seated in crankshaft. Verify that no wires, or the transmission vent hose, have become trapped between the engine block and the transmission.
14. Install two bolts (3) to attach the transmission (2) to the engine (1).
15. Install remaining torque converter housing to engine bolts. Tighten to 68 N.m (50 ft.lbs.).
16. Install both the left and right side oil pan to transmission bolts (1), 5.7L only. Torque the bolts to 54 N.m (40 ft. lbs.).
17. Connect cooler lines (2) to transmission (1).
18. Install transmission fill tube (2) to the transmission (1).
19. Install rear transmission crossmember. Tighten crossmember to frame bolts to 68 N.m (50 ft.lbs.).
20. Install rear support to transmission. Tighten bolts to 47 N.m (35 ft.lbs.).
21. Lower transmission onto crossmember and install bolts attaching transmission mount to crossmember. Tighten clevis bracket to crossmember bolts to 47 N.m (35 ft.lbs.). Tighten the clevis bracket to rear support bolt to 68 N.m (50 ft.lbs.).
22. Remove engine support fixture.
23. Install new plastic retainer grommet on any shift cable that was disconnected. Grommets should not be reused. Use pry tool to remove rod from grommet and cut away old grommet. Use pliers to snap new grommet into cable and to snap grommet onto lever.
24. Connect gearshift cable (3) to the shift cable bracket (4) and the transmission manual lever (2).
25. Connect wires to the input speed sensor (2). Be sure transmission harnesses are properly routed.
26. Connect wires to the output speed sensor (2). Be sure transmission harnesses are properly routed.
27. Connect wires to the transmission solenoid/TRS assembly (2). Be sure transmission harnesses are properly routed.
28. Connect wires to the line pressure sensor (2). Be sure transmission harnesses are properly routed. CAUTION: It is essential that the correct length bolts are used to attach the converter to the flexplate. Bolts that are too long will damage the clutch surface inside the torque converter.
29. Install all torque converter-to-driveplate bolts (3) by hand.
30. Verify that the torque converter is pulled flush to the driveplate. Tighten bolts to 31 N.m (270 in. lbs.).
31. Install the structural cover (1), 5.7L shown in illustration. Refer to «COVER, STRUCTURAL DUST, INSTALLATION, 5.7L»(/jeep/grand-cherokee/wk2-2010-2013/remont/mechanical/#57l-engine-service-information) .
32. If necessary, install the MP2010 transfer case (1). Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__installation) .
33. If necessary, install the MP3023 transfer case (1). Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__installation) .
34. Install starter motor. Refer to «STARTER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/starter/#starting-service-information) .
35. Install exhaust components.
36. Align and connect propeller shaft(s). Refer to «SHAFT, DRIVE, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft__installation) and «SHAFT, DRIVE, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .
37. Adjust gearshift cable if necessary. Refer to «CABLE, SHIFT, ADJUSTMENTS»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#545rfe-automatic-transmission-service-information__adjustments) .
38. Lower vehicle.
39. Fill transmission with appropriate fluid. Refer to «CAPACITIES AND RECOMMENDED FLUIDS, DESCRIPTION»(/jeep/grand-cherokee/wk2-2010-2013/remont/fuses-circuit-breakers/#vehicle-quick-reference) .

SPECIAL TOOLS

6756 - Receiver, Ball Joint (Originally Shipped In Kit Number(s) 6745, 6809.) 8249 - Compressor, Spring (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8250 - Compressor, Spring (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8251 - Compressor, Spring (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8252 - Installer (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8253 - Installer, Seal (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8254 - Installer, Grommet (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8257 - Support, Transmission (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8259 - Adapter, Pressure Test (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8260A - Fixture, Input Clutch (Originally Shipped In Kit Number(s) 8260A.) 8261 - Plate, Alignment (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8266-1 - Spline Tool, RFE Input 8266-17 - Spline Tool, RFE Output (Originally Shipped In Kit Number(s) 8283, 8527, 8575.) 8266B - End Play Socket Set (Originally Shipped In Kit Number(s) 8283, 8527, 8575, 8575CC.) 8285 - Compressor, Spring (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8321 - Wrench, Oil Filter (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8349-1 - Installer Crank Seal (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC.) 8504 - Installer (Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.) 8695 - Installer, Seal (Originally Shipped In Kit Number(s) 8685, 8685CC, 8712, 8837.) 9045 - Installer, Plug (Originally Shipped In Kit Number(s) 8847, 8850, 8850CC, 8853, 8854, 8854CC.) 9955 - Installer, Front Cover (Originally Shipped In Kit Number(s) 9955.) C-3281 - Holder, Flange (Originally Shipped In Kit Number(s) 9202, 9202A-CAN, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN.) C-3293-SP - Gauge, Pressure 0-300 P.S.I. C-3339A - Set, Dial Indicator (Originally Shipped In Kit Number(s) 9202.) C-3860-A - Installer, Seal (Originally Shipped In Kit Number(s) 9695.) C-4171 - Driver Handle, Universal (Originally Shipped In Kit Number(s) 9202, 9202A-CAN, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN.)

Scheme 246

Scheme 247

Scheme 248

Scheme 249

Scheme 250

Scheme 251

Scheme 252

Scheme 253

Scheme 254

Scheme 255

Scheme 256

Scheme 257

Scheme 258

Scheme 259

Scheme 260

Scheme 261

Scheme 262

Three hydraulically applied input clutches are used to drive planetary components. The underdrive, overdrive, and reverse clutches are considered input clutches and are contained within the input clutch assembly. (Scheme 246)

The input clutch assembly also contains

1. Input shaft
2. Input hub
3. Clutch retainer
4. Underdrive piston
5. Overdrive/reverse piston
6. Overdrive hub
7. Underdrive hub

The three input clutches are responsible for driving different components of the planetary geartrain.

UNDERDRIVE CLUTCH

The underdrive clutch is hydraulically applied in first, second, second prime, and third (direct) gears by pressurized fluid against the underdrive piston. When the underdrive clutch is applied, the underdrive hub drives the input sun gear.

OVERDRIVE CLUTCH

The overdrive clutch is hydraulically applied in third (direct), fourth, and fifth gears by pressurized fluid against the overdrive/reverse piston. When the overdrive clutch is applied, the overdrive hub drives the reverse carrier/input annulus assembly.

REVERSE CLUTCH

The reverse clutch is hydraulically applied in reverse gear by pressurized fluid against the overdrive/reverse piston. When the reverse clutch is applied, the reaction annulus gear is driven.

DISASSEMBLY

Note. If the input clutch assembly is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the Quick Learn Procedure using the scan tool. Refer to MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE .

Scheme 263

Scheme 264

Scheme 265

1. Remove the reverse reaction plate selective snap-ring (10) from the input clutch retainer. (Scheme 247)
2. Remove the reverse reaction plate (9) from the input clutch retainer.
3. Remove the reverse hub (7) and reverse clutch pack (8) from the input clutch retainer.
4. Remove the number 4 thrust bearing (5) from the overdrive hub (2).
5. Remove the overdrive hub (2) from the input clutch retainer. (Scheme 247)
6. Remove the number 3 thrust bearing (1) from the underdrive hub (17).
7. Remove the OD/reverse pressure plate snap-ring (6) from the from the OD/reverse piston.
8. Remove the underdrive hub (17), overdrive clutch (13), and overdrive reaction plate (15) from the input clutch retainer. (Scheme 247) NOTE: The overdrive friction discs and steel discs are thicker than the matching components in the underdrive and reverse clutches.
9. Remove the number 2 thrust bearing (18) from the input clutch hub.
10. Remove the overdrive clutch wave snap-ring (3) from the from the OD/reverse piston.
11. Remove the UD/OD reaction plate tapered snap-ring (14) from the input clutch retainer (13).
12. Remove the UD/OD reaction plate (15) from the input clutch retainer.
13. Remove the UD/OD reaction plate flat snap-ring (16) from the input clutch retainer. (Scheme 247) 1 - INPUT CLUTCH HUB 11 - UD CLUTCH 2 - O-RING SEALS 12 - PLATE 3 - SEAL 13 - CLUTCH RETAINER 4 - SNAP-RING 14 - SEAL 5 - SNAP-RING 15 - OD/REV PISTON 6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING 7 - SNAP-RING 17 - SNAP-RING 8 - UD PISTON 18 - SEAL RINGS 9 - SPRING 19 - INPUT SHAFT 10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING
14. Remove the underdrive clutch pack (11) from the input clutch retainer (13). (Scheme 248) 1 - PRESS 2 - TOOL 8251 3 - BALANCE PISTON
15. Using Spring Compressor (special tool #8251, Compressor, Spring) (2), compress the UD balance piston (3) and remove the snap-ring from the input clutch hub. (Scheme 249) 1 - INPUT CLUTCH HUB 11 - UD CLUTCH 2 - O-RING SEALS 12 - PLATE 3 - SEAL 13 - CLUTCH RETAINER 4 - SNAP-RING 14 - SEAL 5 - SNAP-RING 15 - OD/REV PISTON 6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING 7 - SNAP-RING 17 - SNAP-RING 8 - UD PISTON 18 - SEAL RINGS 9 - SPRING 19 - INPUT SHAFT 10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING
16. Remove the UD balance piston (6) and piston return spring (9) from the input clutch retainer (13). (Scheme 250)
17. Remove the underdrive piston (8) from the input clutch retainer (13). (Scheme 250) NOTE: Both the UD balance piston and the underdrive piston have seals molded onto them. If the seal is damaged, do not attempt to install a new seal onto the piston. The piston/seal must be replaced as an assembly.
18. Remove the input clutch retainer tapered snap-ring (5).
19. Separate input clutch retainer (13) from input clutch hub (1).
20. Separate OD/reverse piston (15) from input clutch hub retainer (13). 1 - ARBOR PRESS 2 - TOOL 8349-1 3 - OD / REVERSE PISTON
21. Using Arbor Press (1) and tool (special tool #8349-1, Installer Crank Seal) (2) compress the OD / Reverse belleville spring just enough to remove the snap ring.
22. Remove the belleville spring and snap ring from the OD / Reverse piston (3).
23. Remove all seals and o-rings from the input shaft and input hub. The o-rings on the input hub are color coded. Be sure to make note of which o-ring belongs in which location.

Note. When installing the OD / Reverse piston belleville spring, orientate it such that it contacts a new surface on the piston.

Scheme 266

Scheme 267

Scheme 268

Scheme 269

Scheme 270

Scheme 271

1. Install the belleville spring and snap ring loosely onto the OD / Reverse piston (3).
2. Using an Arbor Press (1) and tool (special tool #8349-1, Installer Crank Seal) (2) compress the belleville spring just enough to install the snap ring. 1 - INPUT CLUTCH HUB 11 - UD CLUTCH 2 - O-RING SEALS 12 - PLATE 3 - SEAL 13 - CLUTCH RETAINER 4 - SNAP-RING 14 - SEAL 5 - SNAP-RING 15 - OD/REV PISTON 6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING 7 - SNAP-RING 17 - SNAP-RING 8 - UD PISTON 18 - SEAL RINGS 9 - SPRING 19 - INPUT SHAFT 10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING NOTE: Install all new seals and o-rings onto the input shaft and input hub. The o-rings on the input hub are color coded. Be sure to install the correct o-ring in the correct location.
3. Check the transmission lubrication check valve (20) located in the input shaft using shop air. The valve should only allow air flow in one direction. If the valve allows no air flow, or air flow in both directions, the valve will need to be replaced.
4. Lubricate all seals with Mopar® ATF +4, Automatic Transmission Fluid, prior to installation.
5. Assemble the OD/reverse piston (15) onto the input clutch hub (1). (Scheme 253)
6. Assemble the input clutch retainer (13) onto the input clutch hub (1).
7. Install the input clutch retainer tapered snap-ring (5) with tapered side up onto the input clutch hub (1). 1 - PISTON GUIDES 8504
8. Install Piston Installer (special tool #8504, Installer) (1) into the input clutch retainer and onto the input clutch hub to guide the inner and outer underdrive piston seals into position. (Scheme 254)
9. Install the underdrive piston into the input clutch retainer and over the input clutch hub. 1 - TOOL 8252
10. Install the UD balance piston return spring pack into the input clutch retainer.
11. Install Piston Installer (special tool #8252, Installer) (1) into the input clutch retainer to guide the UD balance piston seal into position inside the underdrive piston. (Scheme 255) 1 - PRESS 2 - TOOL 8251 3 - BALANCE PISTON NOTE: The UD clutch discs can be identified by their cross-hatched groove pattern (two sets of parallel grooves at 90 degrees to each other). The UD separator plates can be identified by semi-circular cutouts on the edges of the teeth. The reverse clutch and UD clutch use common separator plates.
12. Install the UD balance piston (3) into the input clutch retainer and the underdrive piston.
13. Using Spring Compressor (special tool #8251, Compressor, Spring) (2), compress the UD return spring pack and secure the piston in place with the snap-ring. (Scheme 256)
14. Install the underdrive clutch pack into the input clutch retainer. 1 - THRUST BEARING NUMBER 3 10 - SNAP-RING (SELECT) 2 - OD HUB/SHAFT 11 - PLATE 3 - SNAP-RING (WAVE) 12 - DISC 4 - REV/OD REACTION PLATE 13 - OD CLUTCH 5 - THRUST BEARING NUMBER 4 14 - SNAP-RING (TAPERED) 6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE 7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT) 8 - REVERSE CLUTCH 17 - UD HUB/SHAFT 9 - REVERSE REACTION PLATE 18 - THRUST BEARING NUMBER 2
15. Install the UD reaction plate lower flat snap-ring (16). (Scheme 257) The correct snap-ring can be identified by the two tabbed ears.
16. Install the UD reaction plate (15) into the input clutch retainer. The reaction plate is to be installed with the big step down.
17. Install the UD reaction plate upper tapered snap-ring (14) with tapered side up. 1 - INPUT CLUTCH ASSEMBLY 2 - TOOL 8260A
18. Install the input clutch assembly into Input Clutch Pressure Fixture (special tool #8260A, Fixture, Input Clutch) (2). (Scheme 258) 1 - TOOL C-3339 2 - UNDERDRIVE CLUTCH PACK
19. Mount a dial indicator (special tool #C-3339A, Set, Dial Indicator) (1) on the input clutch hub. Push down on the UD clutch discs and zero the indicator against the underdrive clutch discs. (Scheme 259) Apply 20 psi of air pressure to the underdrive clutch and record the dial indicator reading. Measure and record UD clutch pack measurement in four (4) places, 90° apart. Take average of four measurements and compare with UD clutch pack clearance specification. The correct clutch clearance is 0.84-1.54 mm (0.033-0.061 in.). The reaction plate is not selective. If the clutch clearance is not within specification, replace the reaction plate along with all the friction and steel discs. 1 - THRUST BEARING NUMBER 3 10 - SNAP-RING (SELECT) 2 - OD HUB/SHAFT 11 - PLATE 3 - SNAP-RING (WAVE) 12 - DISC 4 - REV/OD REACTION PLATE 13 - OD CLUTCH 5 - THRUST BEARING NUMBER 4 14 - SNAP-RING (TAPERED) 6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE 7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT) 8 - REVERSE CLUTCH 17 - UD HUB/SHAFT 9 - REVERSE REACTION PLATE 18 - THRUST BEARING NUMBER 2
20. Install the overdrive clutch pack (13) into the input clutch retainer. (Scheme 260) The overdrive steel separator plates can be identified by the lack of the half-moon cuts in the locating tabs. The OD clutch discs can be identified by their radial groove pattern. The OD clutch discs can be identified by their radial groove pattern.
21. Install the overdrive clutch wavy snap-ring (3) with the two tabbed ears into the OD/reverse piston. (Scheme 260)
22. Install the OD/reverse pressure plate (4) into the input clutch retainer. (Scheme 260) The pressure plate is non-directional.
23. Install the OD/reverse reaction plate flat snap-ring (6) into the OD/reverse piston. 1 - TOOL C-3339 2 - OD/REV REACTION PLATE
24. Mount a dial indicator (special tool #C-3339A, Set, Dial Indicator) (1) on the input clutch hub and zero the indicator against the OD/reverse pressure plate (2). (Scheme 261) Apply 20 psi of air pressure to the overdrive clutch and record the dial indicator reading. Measure and record OD clutch pack measurement in four (4) places, 90° apart. Take average of four measurements and compare with OD clutch pack clearance specification. Verify that the clutch clearance is 1.103-1.856 mm (0.043-0.073 in.). The pressure plate is not selective. If the clutch clearance is not within specification, replace the pressure plate along with all the friction and steel discs.
25. Install the reverse clutch pack into the input clutch retainer. (Scheme 257)
26. Install the reverse reaction plate into the input clutch retainer.
27. Install the reverse reaction plate selective snap-ring into the input clutch retainer. 1 - TOOL C-3339 2 - REVERSE CLUTCH PACK
28. Mount a dial indicator to the assembly, push down on the clutch discs, pull up on the reaction plate to ensure the plate is properly seated and zero the indicator against the reverse clutch discs (2). (Scheme 262) Apply 20 psi of air pressure to the reverse clutch and record the dial indicator reading. Measure and record Reverse clutch pack measurement in four (4) places, 90° apart. Take average of four measurements and compare with Reverse clutch pack clearance specification. The correct clutch clearance is 0.81-1.24 mm (0.032-0.049 in.). Adjust as necessary. Install the chosen snap-ring and re-measure to verify selection. NOTE: The 545RFE uses one of three (3) different selective snap rings. They are identified by the end cuts (either straight [square] cut or "butterfly" [S-curved] cut): SELECTABLE END PLAY SNAP RINGS One Square End, One Buttery Fly End = 1.55 mm (0.061 in.) Both Ends Square Cut = 1.85 mm (0.073 in) Both Ends Buttery Fly Cut = 2.2 mm (0.087 in.) 1 - THRUST BEARING NUMBER 3 10 - SNAP-RING (SELECT) 2 - OD HUB/SHAFT 11 - PLATE 3 - SNAP-RING (WAVE) 12 - DISC 4 - REV/OD REACTION PLATE 13 - OD CLUTCH 5 - THRUST BEARING NUMBER 4 14 - SNAP-RING (TAPERED) 6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE 7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT) 8 - REVERSE CLUTCH 17 - UD HUB/SHAFT 9 - REVERSE REACTION PLATE 18 - THRUST BEARING NUMBER 2
29. Remove the reverse clutch pack (8) from the input clutch retainer. see scheme 116
30. Install the number 2 thrust bearing (18) onto the underdrive hub (17) with outer race against the hub with petroleum jelly.
31. Install the underdrive hub (17) into the input clutch retainer.
32. Install the number 3 thrust bearing (1) into the overdrive hub (2) with the outer race against the hub with petroleum jelly. see scheme 116
33. Install the overdrive hub (2) into the input clutch retainer.
34. Install the number 4 thrust bearing (5) into the reverse hub with outer race against the hub with petroleum jelly.
35. Install the reverse hub (7) into the input clutch retainer.
36. Install the complete reverse clutch pack (8).
37. Install the reverse reaction plate (9) and snap-ring (10).
38. Push up on reaction plate to allow reverse clutch to move freely.

Scheme 272

The transmission solenoid/TRS assembly is internal to the transmission and mounted on the valve body assembly. (Scheme 263) The assembly consists of six solenoids that control hydraulic pressure to the six friction elements (transmission clutches), and the torque converter clutch. The pressure control solenoid is located on the side of the solenoid/TRS assembly. The solenoid/TRS assembly also contains the Transmission Range Sensor (TRS) and five pressure switches that feed information to the TCM.

SOLENOIDS

Solenoids are used to control the L/R, 2C, 4C, OD, and UD friction elements. The reverse clutch is controlled by line pressure and the position of the manual valve in the valve body. All the solenoids are contained within the Solenoid and Pressure Switch Assembly. The solenoid and pressure switch assembly contains one additional solenoid, Multi-Select (MS), which serves primarily to provide 2nd and 3rd gear limp-in operation.

The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM energizes or operates the solenoids individually by grounding the return wire of the solenoid as necessary. When a solenoid is energized, the solenoid valve shifts, and a fluid passage is opened or closed (vented or applied), depending on its default operating state. The result is an apply or release of a frictional element.

The MS and UD solenoids are normally applied to allow transmission limp-in in the event of an electrical failure.

The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on its current state. An inductive spike should be detected by the TCM during this test. If no spike is detected, the circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a speed ratio or pressure switch error occurs.

PRESSURE SWITCHES

The TCM relies on five pressure switches to monitor fluid pressure in the L/R, 2C, 4C, UD, and OD hydraulic circuits. The primary purpose of these switches is to help the TCM detect when clutch circuit hydraulic failures occur. The switches close at approximately 23 psi and open at approximately 11 psi, and simply indicate whether or not pressure exists. The switches are continuously monitored by the TCM for the correct states (open or closed) in each gear as shown in the following chart

A Diagnostic Trouble Code (DTC) will set if the TCM senses any switch open or closed at the wrong time in a given gear.

Note. If the Transmission Solenoid/TRS Assembly is being replaced, the Quick Learn Procedure must be performed. Refer to MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE .

Scheme 273

1. Remove the valve body from the transmission. (Scheme 264)and «VALVE BODY, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#545rfe-automatic-transmission-service-information). 1 - SOLENOID PACK BOLTS (15)
2. Remove the bolts (1) holding the transmission solenoid/TRS assembly onto the valve body. see scheme 119
3. Separate the transmission solenoid/TRS assembly from the valve body.

1. Place TRS selector plate in the PARK position.
2. Position the transmission solenoid/TRS assembly onto the valve body. Be sure that both alignment dowels are fully seated in the valve body and that the TRS switch contacts are properly positioned in the selector plate
3. Install the bolts (1) to hold the transmission solenoid/TRS assembly onto the valve body. (Scheme 265)
4. Tighten the solenoid assembly screws adjacent to the arrows cast into the bottom of the valve body first. Tighten the screws to 6 N.m (50 in.lbs.).
5. Tighten the remainder of the solenoid assembly screws to 6 N.m (50 in.lbs.).
6. Install the valve body into the transmission.

GEARSHIFT CABLE

1. The floor shifter lever and gate positions should be in alignment with all transmission PARK, NEUTRAL, and gear detent positions.
2. Engine starts must be possible with floor shift lever in PARK or NEUTRAL gate positions only. Engine starts must not be possible in any other gear position.
3. With floor shift lever handle push-button not depressed and lever in: PARK position - Apply forward force on center of handle and remove pressure. Engine starts must be possible. PARK position - Apply rearward force on center of handle and remove pressure. Engine starts must be possible. NEUTRAL position - Normal position. Engine starts must be possible. NEUTRAL position - Engine running and brakes applied, apply forward force on center of shift handle. Transmission shall not be able to shift from NEUTRAL to REVERSE.

ADJUSTMENTS

Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts in any position other than PARK or NEUTRAL, or if the engine will not start at all, the park/neutral position contact may be faulty.

Scheme 274

1. Shift transmission into PARK.
2. Remove floor console as necessary for access to the shift cable adjustment. Refer to «CONSOLE, FLOOR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Loosen the shift cable adjustment nut.
4. Raise vehicle.
5. Unsnap cable eyelet from transmission shift lever.
6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK position.
7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate when park lock is engaged.
8. Snap cable eyelet onto transmission shift lever.
9. Lower vehicle
10. Tighten the shift cable adjustment nut to 30 N.m (265 in.lbs.).
11. Verify correct operation.
12. Install any floor console components removed for access. Refer to «CONSOLE, FLOOR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

Scheme 275

1. Shift transmission into PARK.
2. Raise vehicle.
3. Disengage the gearshift cable (3) eyelet at transmission manual shift lever and pull cable out of the mounting bracket (4).
4. Lower the vehicle.
5. Remove the floor console as necessary to access the shift mechanism and cables. Refer to «CONSOLE, FLOOR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
6. If necessary, remove the bolts holding the shield, covering the gearshift and park lock cables, to the shifter assembly and remove the shield.
7. Remove the gearshift cable (1) from the shift lever pin.
8. Remove the gearshift cable retainer from the notch in the shifter assembly.
9. From under the hood, remove the shift cable grommet from the dash panel.
10. Remove gearshift cable from vehicle.

1. From under the hood, route the gearshift cable (1) through the dash panel and toward the shifter assembly.
2. From under the hood, install the grommet to the dash panel.
3. Engage the gearshift cable retainer into the notch in the shifter assembly (2).
4. Install the gearshift cable (1) onto the shift lever pin.
5. Loosen the cable adjustment nut, if necessary.
6. Raise vehicle.
7. Verify that the transmission is in the PARK position by trying to rotate the propeller shaft. If the propeller shaft rotates, move the transmission manual shift lever to the full rearward position and turn the propeller shaft until the PARK system is engaged.
8. Route the gearshift cable (3) through the mounting bracket (4).
9. Engage the gearshift cable (3) eyelet onto the transmission manual shift lever.
10. Lower vehicle.
11. Verify that the shifter is in the PARK position.
12. Tighten the adjustment nut to 30 N.m (265 in.lbs.).
13. Verify correct shifter operation.
14. If necessary, install the shield, covering the gearshift and park lock cables, to the shifter assembly and install the bolts to hold the shield to the shifter assembly.
15. Install the floor console, lower instrument panel components. Refer to «CONSOLE, FLOOR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) and «PANEL, INSTRUMENT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

Scheme 276

Scheme 277

Scheme 278

1. Remove the inner overrunning clutch snap-ring (11) from the low/reverse clutch retainer (5).
2. Remove the outer low/reverse reaction plate flat snap-ring (1).
3. Remove the low/reverse clutch (3, 4) and the overrunning clutch (10) from the low/reverse clutch retainer (5) as an assembly.
4. Separate the low/reverse clutch (3, 4) from the overrunning clutch (10). NOTE: The ORC is no longer serviced, it is sold an assembly only. Be certain that the outer race will rotate in one direction but not both relative to the inner race 1 - SNAP-RING 2 - OUTER RACE 3 - OVERRUNNING CLUTCH 4 - SPACER 1 - PRESS 2 - TOOL 8285 3 - BELLEVILLE SPRING
5. Using Spring Compressor (special tool #8285, Compressor, Spring) (2) and a suitable shop press (1), compress the low/reverse Belleville spring (3) and remove the split retaining ring holding the Belleville spring into the low/reverse clutch retainer. (Scheme 270)
6. Remove the low/reverse Belleville spring (3) and piston from the low/reverse clutch retainer. Use 20 psi of air pressure to remove the piston if necessary.

Clean the overrunning clutch assembly, clutch cam, and low-reverse clutch retainer. Dry them with compressed air after cleaning.

Inspect condition of each clutch part after cleaning. Replace the overrunning clutch roller and spring assembly if any rollers or springs are worn or damaged, or if the roller cage is distorted, or damaged. Replace the cam if worn, cracked or damaged.

Replace the LR clutch retainer if the piston bores or ID bushings are scored or damaged.

Scheme 279

Scheme 280

Scheme 281

1. Check the bleed orifice to ensure that it is not plugged or restricted.
2. Lubricate the seals with Mopar® ATF +4, Automatic Transmission Fluid, prior to installation.
3. Install the low/reverse piston into the low/reverse clutch retainer.
4. Position the low/reverse Belleville spring (3) on the low/reverse piston.
5. Using Spring Compressor (special tool #8285, Compressor, Spring) (2) and a suitable shop press (1), compress the low/reverse Belleville spring (3) and install the split retaining ring to hold the Belleville spring into the low/reverse clutch retainer. (Scheme 271) 1 - SNAP-RING 2 - OUTER RACE 3 - OVERRUNNING CLUTCH 4 - SPACER
6. Install the lower overrunning clutch snap-ring. see scheme 132
7. Assemble the inner and outer races (2) of the overrunning clutch (3). see scheme 132
8. Position the overrunning clutch spacer (4) on the overrunning clutch (3).
9. Install the upper overrunning clutch snap-ring (1). see scheme 132 1 - SNAP-RING (SELECT) 8 - RETAINER 2 - REACTION PLATE 9 - SNAP-RING 3 - DISC 10 - OVERRUNNING CLUTCH 4 - PLATE 11 - SNAP-RING 5 - L/R CLUTCH RETAINER 6 - PISTON 7 - BELLEVILLE SPRING
10. Assemble and install the low/reverse clutch pack (3, 4) into the low/reverse clutch retainer (5).
11. Install the low/reverse reaction plate (2) into the low/reverse clutch retainer (5). The reaction plate is directional and must be installed with the flat side down.
12. Install the low/reverse clutch pack snap-ring (1). The snap-ring is selectable and should be chosen to give the correct clutch pack clearance.
13. Measure the low/reverse clutch pack clearance and adjust as necessary. The correct clutch clearance is 1.00-1.74 mm (0.039-0.069 in.). NOTE: When installing the overrunning clutch be certain the steps on the gear face upward.
14. Install the overrunning clutch (10) into the low/reverse clutch retainer (5) making sure that the index splines are aligned with the retainer.
15. Install the overrunning clutch inner snap-ring (11).

Scheme 282

1. Remove the bolts holding the transmission oil pan to the transmission case.
2. Remove the transmission oil pan from the transmission case.
3. Remove the snap ring (3) from the transmission case. see scheme 134
4. Reaching through a case opening in the valve body area with a long blunted tool, remove the transmission front cover (1) from the transmission case. see scheme 134

Note. To avoid contamination and garter spring dislodgement, do not handle the front cover seal (4) when positioning the front cover into the transmission case.

1. Position a new front cover (1) into the transmission case. 1 - Front Cover installation Tool 9955
2. Using the front cover installation tool (special tool #9955, Installer, Front Cover) (1) and a dead-blow mallet, install the front cover into transmission case. 1 - FRONT COVER 2 - O-RING 3 - SNAP RING 4 - FRONT COVER SEAL
3. Install the snap ring (3) into the transmission case.
4. Apply RTV silicone to the oil pan and install the transmission oil pan.
5. Tighten the bolts to 12 N.m (105 in. lbs.).

EFFECTS OF INCORRECT FLUID LEVEL

A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be low and develop slower than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aerates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid overheating, oxidation, and varnish buildup which interferes with valve and clutch operation. Foaming also causes fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be mistaken for a leak if inspection is not careful.

CAUSES OF BURNT FLUID

Burnt, discolored fluid is a result of overheating which has three primary causes.

1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal failure.
2. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines caused by debris or kinked lines.
3. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to handle heavy loads.

FLUID CONTAMINATION

Transmission fluid contamination is generally a result of

1. adding incorrect fluid
2. failure to clean dipstick and fill tube when checking level
3. engine coolant entering the fluid
4. internal failure that generates debris
5. overheat that generates sludge (fluid breakdown)
6. failure to replace contaminated converter after repair

The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage, abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using recommended fluids only.

The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign material on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube clean before withdrawing the dipstick.

Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission, an overhaul is necessary.

The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary because normal converter flushing procedures will not remove all contaminants.

FLUID LEVEL CHECK

Low fluid level can cause a variety of conditions because it allows the pump to take in air along with the fluid. As in any hydraulic system, air bubbles make the fluid spongy, therefore, pressures will be low and build up slowly.

Improper filling can also raise the fluid level too high. When the transmission has too much fluid, the geartrain churns up foam and cause the same conditions which occur with a low fluid level.

In either case, air bubbles can cause overheating and/or fluid oxidation, and varnishing. This can interfere with normal valve, clutch, and accumulator operation. Foaming can also result in fluid escaping from the transmission vent where it may be mistaken for a leak.

After the fluid has been checked, seat the dipstick fully to seal out water and dirt.

The transmission has a dipstick to check oil level. It is located on the right side of the engine. Be sure to wipe all dirt from dipstick handle before removing.

The torque converter fills in both the P (PARK) and N (NEUTRAL) positions. Place the selector lever in P (PARK) to be sure that the fluid level check is accurate. The engine should be running at idle speed for at least one minute, with the vehicle on level ground. At normal operating temperature (approximately 82 C. or 180 F.), the fluid level is correct if it is in the HOT region (cross-hatched area) on the oil level indicator. The fluid level will be approximately at the upper COLD hole of the dipstick at 70° F fluid temperature.

Scheme 283

Note. Engine and Transmission should be at normal operating temperature before performing this procedure.

1. Start engine and apply parking brake.
2. Shift the transmission into DRIVE for approximately 2 seconds.
3. Shift the transmission into REVERSE for approximately 2 seconds.
4. Shift the transmission into PARK.
5. Hook up the scan tool and select transmission.
6. Select sensors.
7. Read the transmission temperature value.
8. Compare the fluid temperature value with the chart.
9. Adjust transmission fluid level shown on the dipstick according to the Transmission Fluid Temperature Chart. NOTE: After adding any fluid to the transmission, wait a minimum of 2 minutes for the oil to fully drain from the fill tube into the transmission before rechecking the fluid level.
10. Check transmission for leaks.

FLUID AND FILTER REPLACEMENT

For proper service intervals. Refer to MAINTENANCE SCHEDULES, DESCRIPTION .

Scheme 284

1. Hoist and support vehicle on safety stands.
2. Place a large diameter shallow drain pan beneath the transmission pan.
3. Remove bolts holding front and sides of pan to transmission.
4. Loosen bolts holding rear of pan to transmission.
5. Slowly separate front of pan away from transmission allowing the fluid to drain into drain pan.
6. Hold up pan and remove remaining bolts holding pan to transmission.
7. While holding pan level, lower pan away from transmission.
8. Pour remaining fluid in pan into drain pan. 1 - PRIMARY OIL FILTER 2 - COOLER RETURN FILTER 3 - COOLER RETURN FILTER BYPASS VALVE 4 - VALVE BODY
9. Remove the screw holding the primary oil filter (1) to valve body. (Scheme 275)
10. Separate filter from valve body and oil pump and pour fluid in filter into drain pan.
11. Inspect the oil filter seal in the bottom of the oil pump. If the seal is not installed completely in the oil pump, or is otherwise damaged, then remove and discard the oil filter seal from the bottom of the oil pump. If the seal is installed correctly and is in good condition, it can be reused.
12. If replacing the cooler return filter (2), use Oil Filter Wrench (special tool #8321, Wrench, Oil Filter) to remove the filter from the transmission.
13. Dispose of used trans fluid and filter(s) properly.

Inspect bottom of pan and magnet for excessive amounts of metal. A light coating of clutch material on the bottom of the pan does not indicate a problem unless accompanied by a slipping condition or shift lag. If fluid and pan are contaminated with excessive amounts of debris, refer to DIAGNOSIS AND TESTING .

1. Using a suitable solvent, clean pan and magnet.
2. Using a suitable gasket scraper, clean original sealing material from surface of transmission case and the transmission pan.

1. If necessary, install a new primary oil filter seal in the oil pump inlet bore. Seat the seal in the bore with a suitable tool (appropriately sized drift or socket, the butt end of a hammer, or other suitable tool).
2. Place replacement filter in position on valve body and into the oil pump.
3. Install screw to hold the primary oil filter (1) to valve body. see scheme 140 Tighten screw to 4.5 N.m (40 in. lbs.) torque.
4. Install new cooler return filter (2) onto the transmission, if necessary. Torque the filter to 9.5 N.m (7 ft.lbs.).
5. Place bead of Mopar® RTV sealant onto the transmission case sealing surface.
6. Place pan in position on transmission.
7. Install bolts to hold pan to transmission. Tighten bolts to 12 N.m (105 in. lbs.) torque.
8. Lower vehicle and fill transmission with Mopar® ATF +4.

TRANSMISSION FILL

To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure

1. Remove dipstick (if equipped) and insert clean funnel in transmission fill tube.
2. Add following initial quantity of Mopar® ATF +4 to transmission: If only fluid and filter were changed, add 10 pints (5 quarts) of ATF +4 to transmission. If transmission was completely overhauled and the torque converter was replaced or drained, add 24 pints (12 quarts) of ATF +4 to transmission.
3. Check the transmission fluid and adjust as required. Refer to «FLUID AND FILTER, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#545rfe-automatic-transmission-service-information) .

The planetary geartrain is located behind the 4C retainer/bulkhead, toward the rear of the transmission. The planetary geartrain consists of three primary assemblies

1. Reaction (3, 4, 8).

Scheme 285

1. Reverse (6).
2. Input (3, 4, 5).

REACTION PLANETARY GEARSET

The reaction planetary carrier and reverse sun gear of the reaction planetary gearset are a single component which is held by the 2C clutch when required. The reaction annulus gear is a stand alone component that can be driven by the reverse clutch or held by the 4C clutch. The reaction sun gear is driven by the overdrive clutch.

REVERSE PLANETARY GEARSET

The reverse planetary gearset is the middle of the three planetary sets. The reverse planetary carrier can be driven by the overdrive clutch as required. The reverse planetary carrier is also splined to the input annulus gear, which can be held by the low/reverse clutch. The reverse planetary annulus, input planetary carrier, and output shaft are all one piece.

INPUT PLANETARY GEARSET

The input sun gear of the input planetary gearset is driven by the underdrive clutch.

1. Remove the snap-ring (1) holding the input annulus (3) into the input carrier (4).
2. Remove the input annulus (3) from the input carrier (4).
3. Remove the reverse planetary gear carrier (6).
4. Remove the number 10 thrust bearing (2) from the input sun gear (5).
5. Remove the input sun gear (5) from the input carrier (4).

Clean the planetary components in solvent and dry them with compressed air.

Inspect each planetary carrier assembly for damage. Check that each pinion gear rotates freely and smoothly on its shaft. Check that the tabbed thrust washer on each side of each pinion gear is in place. Check that the outer ends of the pinion shafts are not discolored from overheating. Replace the carrier assembly if jammed or sticky pinion gears, spun or missing tabbed washers, or blackened pinion shafts are found.

Check sun gear and driving shell condition. Replace the gear if damaged or if the bushings are scored or worn. The bushings are not serviceable. Replace the driving shell if worn, cracked or damaged.

Replace planetary gear sets if gears, pinion pins, or carrier are damaged in any way. Replace the annulus gears and supports if either component is worn or damaged.

Replace the output shaft if the machined surfaces are scored, pitted, or damaged in any way. Also replace the shaft if the splines are damaged, or exhibits cracks at any location.

Note. Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring.

1. Install the input sun gear (5) into the input carrier (4).
2. Install the number 10 thrust bearing (2) onto the rear of the reverse planetary carrier (6) with the inner race toward the carrier.
3. Install the reverse planetary gear carrier (6) into the input carrier (4).
4. Install the input annulus gear (3) into the input carrier (4).
5. Install the snap-ring (1) to hold the input annulus gear (3) into the input carrier (4).

Scheme 286

Three hydraulically applied multi-disc clutches are used to hold some planetary geartrain components stationary while the input clutches drive others. The 2C, 4C, and Low/Reverse clutches are considered holding clutches. The 2C and 4C clutches are located in the 4C retainer/bulkhead (12).

The Low/Reverse clutch is located at the rear of the transmission case.

2C CLUTCH

The 2C clutch is hydraulically applied in second and fifth gear by pressurized fluid against the 2C piston. When the 2C clutch is applied, the reverse sun gear assembly is held or grounded to the transmission case by holding the reaction planetary carrier.

4C CLUTCH

The 4C clutch is hydraulically applied in second prime and fourth gear by pressurized fluid against the 4C clutch piston. When the 4C clutch is applied, the reaction annulus gear is held or grounded to the transmission case.

LOW/REVERSE CLUTCH

The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gear, only at low speeds, by pressurized fluid against the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the input annulus assembly is held or grounded to the transmission case.

Scheme 287

1. Apply an alignment mark on the drive shaft to output flange and remove the rear drive shaft. Refer to «SHAFT, DRIVE, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .
2. Remove extension housing bolts (2).
3. Remove extension housing (1) from the transmission (3).

Scheme 288

Scheme 289

Scheme 290

Scheme 291

Scheme 292

Scheme 293

Scheme 294

1. Using (special tool #C-3281, Holder, Flange) (1) remove flange nut and flange (2).
2. Remove the bearing snap-ring (1) from the extension housing.
3. Remove the shaft (1) from the extension housing (2).
4. Remove snap ring (1) from shaft (2).
5. Using (special tool #9045, Installer, Plug) (1) and press, remove bearing (3) from shaft (2).
6. Remove the center bearing snap ring (1) and spacer (if equipped).
7. Remove the center bearing (1).
8. Using a seal removal tool, remove rear extension housing output shaft seal.

Scheme 295

Scheme 296

1. Clean the extension housing seal bore in the extension housing of any residue or particles remaining from the original seal.
2. Install new oil seal in the extension housing (1) using (special tool #8695, Installer, Seal) (2) and (special tool #C-4171, Driver Handle, Universal) (3).
3. Install the center bearing (1).
4. Install the spacer (if equipped) and center bearing snap ring (1).
5. Using (special tool #6756, Receiver, Ball Joint) (1) and press, install the bearing (2) onto the shaft (3).
6. Install snap ring (1) on shaft (2).
7. Install the shaft (1) into the extension housing (2).
8. Install the bearing snap-ring (1) into the extension housing.
9. Install flange (2) and using (special tool #C-3281, Holder, Flange) (1) install flange nut and tighten to 149 N.m (110 ft. lbs.).

Scheme 297

1. Apply a bead of RTV silicone to the extension housing.
2. Install the extension housing (1) on the transmission (3).
3. Install the extension housing bolts (2) and tighten to 54 N.m (40 ft. lbs.).
4. Align marks and install rear drive shaft. Refer to «SHAFT, DRIVE, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .

Scheme 298

The Brake Transmission Shifter/Ignition Interlock (BTSI) is a cable operated system that prevents the transmission gear shifter from being moved out of PARK without the proper driver inputs. The system also contains a solenoid that is integral to the shifter assembly. The solenoid works in conjunction with the park lock cable (5) to permit shifter movement out of PARK when the brake is depressed. (Scheme 289)

Scheme 299

The Brake Transmission Shifter/Ignition Interlock (BTSI) is engaged whenever the ignition switch is in the LOCK (1) position. (Scheme 290) An additional electrically activated feature will prevent shifting out of the PARK position unless the brake pedal is depressed at least one-half inch. A solenoid in the shifter assembly is de-energized when the ignition is in the ON position and the brake pedal is depressed. When the key is in the ON position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The interlock system also prevents the ignition switch from being turned to the LOCK position, unless the shifter is in the gated PARK position.

The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the "expected response" differs from the vehicle's response, then system repair and/or adjustment is necessary.

SYSTEM VERIFICATION

1. Verify that the key can only be removed in the PARK position
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from ACC to LOCK. When the shifter is in any other gear or neutral position, the ignition key cylinder should not rotate to the LOCK position.
3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake pedal is not depressed.
4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cylinder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of the brake pedal position.
6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC, ON, or START positions.

DIAGNOSTIC CHART

The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out of PARK.

ADJUSTMENT PROCEDURE

1. Remove floor console as necessary for access to the park lock cable. Refer to «CONSOLE, FLOOR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Shift the transmission into the PARK position.
3. Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK position. Cable will not adjust correctly in any other position. NOTE: If the key will not turn to the LOCK position, pull up on the cable lock button and manually move the cable in and out until the key can be turned to the LOCK position.
4. Pull cable lock button up to release cable, if necessary.
5. Ensure that the cable is free to self-adjust by pushing cable rearward and releasing.
6. Push lock button down until it snaps in place. The lock should be flush to the surface of the cylindrical portion of the cable adjustment housing.

BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is in any other position, the ignition key should not rotate to the LOCK position.
3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake pedal is not depressed.
4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cylinder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of the brake pedal position.
6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC, ON, or START positions.
7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions.
8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must not be possible in any other gate positions other than PARK or NEUTRAL.
9. With the shifter lever handle in the

1. PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible.
2. PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible.
3. NEUTRAL position- engine start must be possible.
4. NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Transmission should not be able to shift into REVERSE detent.

The oil pump (2) is located at the front of the transmission inside the bell housing and behind the transmission front cover. (Scheme 291)

Scheme 300

The oil pump consists of two independent pumps. (Scheme 292)

Scheme 301

The oil pump also contains a number of valves. The converter clutch switch (3) and control valves (2), pressure regulator valve (5), and converter pressure limit valve (6) are all located in the oil pump valve body. (Scheme 293)

Scheme 302

A filter seal (2), and a bolt on reaction shaft (4) complete the oil pump assembly.

As the torque converter rotates, the converter hub rotates the oil pump drive gear. As the drive gear rotates both driven gears, a vacuum is created when the gear teeth come out of mesh. This suction draws fluid through the pump inlet from the oil pan. As the gear teeth come back into mesh, pressurized fluid is forced into the pump outlet and to the oil pump valves.

At low speeds, both sides of the pump supply fluid to the transmission. As the speed of the torque converter increases, the flow from both sides increases until the flow from the primary side alone is sufficient to meet system demands. At this point, the check valve located between the two pumps closes. The secondary side is shut down and the primary side supplies all the fluid to the transmission.

CONVERTER CLUTCH SWITCH VALVE

The converter clutch switch valve is used to control the direction of oil flow to the torque converter. When the converter clutch is released (CC switch valve downshifted), hydraulic pressure is supplied to the front (OFF) side of the torque converter clutch. When the converter clutch is applied (CC switch valve upshifted), regulated oil pressure is supplied to the back (ON) side of the converter clutch.

CONVERTER CLUTCH REGULATOR VALVE

The converter clutch regulator valve is used to control the hydraulic pressure supplied to the back (ON) side of the torque converter clutch.

TORQUE CONVERTER LIMIT VALVE

The torque converter limit valve serves to limit the available line pressure to the torque converter clutch.

Scheme 303

Scheme 304

Scheme 305

Scheme 306

1. Remove the bolts holding the reaction shaft support (4) to the oil pump. (Scheme 295)
2. Remove the reaction shaft support (4) from the oil pump. (Scheme 295)
3. Remove all bolts holding the oil pump halves together. (Scheme 295)
4. Using suitable prying tools, separate the oil pump sections by inserting the tools in the supplied areas and prying the halves apart. NOTE: The oil pump halves are aligned to each other through the use of two dowels. Be sure to pry upward evenly to prevent damage to the oil pump components. 1 - SEPARATOR PLATE 5 - DOWEL (2) 2 - DRIVEN GEAR (2) 6 - DRIVE GEAR 3 - FLAPPER VALVE 7 - SCREW 4 - PUMP HOUSING
5. Remove the screws (7) holding the separator plate (1) onto the oil pump housing (4). see scheme 172
6. Remove the separator plate (1) from the oil pump housing (4). see scheme 172
7. Mark all gears for location. The gears are select fit and if the oil pump is to be reused, the gears must be returned to their original locations.
8. Remove the oil pump flapper valve (3) from its pocket in the pump housing.
9. Remove the oil pump gears (2, 6) from the oil pump housing (4). see scheme 172 1 - RETAINER 2 - T/C SWITCH VALVE 3 - OIL PUMP VALVE BODY
10. Remove the oil pump valve retainers (1) and associated valve (2) and spring one at a time. see scheme 173 Mark the combination of components as a group and tag them as to the location from which they were removed. 1 - T/C REGULATOR VALVE 2 - T/C LIMIT VALVE 3 - MAIN REGULATOR VALVE 4 - OIL PUMP VALVE BODY
11. Remove the T/C regulator valve (1), T/C limit valve (2), and regulator valve (3). (Scheme 296)

Clean pump and support components with solvent and dry them with compressed air.

Check condition of the seal rings and thrust washer on the reaction shaft support. The seal rings do not need to be replaced unless cracked, broken, or severely worn.

Inspect the pump and support components. Replace the pump or support if the seal ring grooves or machined surfaces are worn, scored, pitted, or damaged. Replace the pump gears if pitted, worn chipped, or damaged.

Inspect the pump reaction shaft support bushings. Replace either bushing only if heavily worn, scored or damaged. It is not necessary to replace the bushings unless they are actually damaged.

Inspect the valves and plugs for scratches, burrs, nicks, or scores. Minor surface scratches on steel valves and plugs can be removed with crocus cloth but do not round off the edges of the valve or plug lands. Maintaining sharpness of these edges is vitally important. The edges prevent foreign matter from lodging between the valves and plugs and the bore.

Inspect all the valve and plug bores in the oil pump valve body. Use a penlight to view the bore interiors. Replace the oil pump if any bores are distorted or scored. Inspect all of the valve springs. The springs must be free of distortion, warpage or broken coils.

Trial fit each valve and plug in its bore to check freedom of operation. When clean and dry, the valves and plugs should drop freely into the bores. Tip the pump valve body back and forth and check to see that each valve slides freely in its bore under its own weight (without pushing or prying).

Note. Clean and inspect all components. Make sure that all passages are thoroughly cleaned and are free from dirt or debris. Make sure that all valves move freely in their proper bore. Make sure that all gear pockets and bushings are free from excessive wear and scoring. Replace the oil pump if any excessive wear or scoring is found.

1. Lubricate the oil pump valves with Mopar® ATF +4 and install the valve (2), spring, and retainer (1) into the appropriate oil pump valve body (3) bore. see scheme 175 1 - T/C REGULATOR VALVE 2 - T/C LIMIT VALVE 3 - MAIN REGULATOR VALVE 4 - OIL PUMP VALVE BODY
2. Install the T/C regulator valve (1), T/C limit valve (2), and regulator valve (3). see scheme 176 NOTE: The pump separator plate is heat treated and therefore may exhibit a blue color or other discoloration in some areas. This is normal. 1 - SEPARATOR PLATE 5 - DOWEL (2) 2 - DRIVEN GEAR (2) 6 - DRIVE GEAR 3 - FLAPPER VALVE 7 - SCREW 4 - PUMP HOUSING
3. Coat the gears (2, 6) with Mopar® ATF +4 and install into their original locations.
4. Place the oil pump flapper valve (3) into its pocket in the pump housing, with the rounded edges facing down.
5. Place the separator plate (1) onto the oil pump housing (4). see scheme 177
6. Install the screws (7) to hold the separator plate (1) onto the oil pump housing (4). see scheme 177 Tighten the screws to 4.5 N.m (40 in.lbs.). 1 - PUMP HOUSING 4 - REACTION SHAFT SUPPORT 2 - OIL FILTER SEAL 5 - PUMP VALVE BODY 3 - SEAL RING (5)
7. Position the oil pump valve body (5) onto the locating dowels.
8. Seat the two oil pump halves together and install all bolts finger tight.
9. Torque all bolts down slowly starting in the center and working outward. The correct torque is 4.5 N.m (40 in.lbs.).
10. Verify that the oil pump gears rotate freely and smoothly.
11. Position the reaction shaft support (4) onto the oil pump valve body (6).
12. Install and tighten the bolts to hold the reaction shaft support (4) to the oil pump valve body (5). The correct torque is 12 N.m (105 in.lbs.).

Note. Due to different power control configurations, the Transmission Control Relay (if equipped) may be referred to as a PCM relay.

The relay is supplied fused B+ voltage, energized by the TCM, and is used to supply power to the solenoid pack when the transmission is in normal operating mode.

Note. Due to different power control configurations, the Transmission Control Relay (if equipped) may be referred to as a PCM relay.

When the relay is "off", no power is supplied to the solenoid pack and the transmission is in "limp-in" mode. After a controller reset, the TCM energizes the relay. Prior to this, the TCM verifies that the contacts are open by checking for no voltage at the switched battery terminals. After this is verified, the voltage at the solenoid pack pressure switches is checked. After the relay is energized, the TCM monitors the terminals to verify that the voltage is greater than 3 volts.

Scheme 307

Scheme 308

1. Remove the 2C piston Belleville spring snap-ring (5) from the 4C retainer/bulkhead (12).
2. Remove the 2C piston Belleville spring (4) from the retainer/bulkhead (11).
3. Remove the 2C piston (1) from the retainer/bulkhead (11). Use 20 psi of air pressure to remove the piston if necessary.
4. Remove the 4C clutch snap-ring (6) from the retainer/bulkhead (11)
5. Remove the 4C clutch pack (2, 3, 7) from the retainer/bulkhead (11). 1 - PRESS 2 - TOOL 8250
6. Using Spring Compressor (special tool #8250, Compressor, Spring) (2) and a suitable shop press (1), compress the 4C piston return spring and remove the snap-ring. 1 - SEALS 8 - REACTION PLATE 2 - 2C PISTON 9 - SNAP-RING 3 - 4C PLATE 10 - RETURN SPRING 4 - 4C DISC 11 - 4C PISTON 5 - 2C BELLEVILLE SPRING 12 - 4C RETAINER/BULKHEAD 6 - SNAP-RING 7 - SNAP-RING (SELECT)
7. Remove the 4C piston return spring (10) and piston (11) from the retainer/bulkhead (12). Use 20 psi of air pressure to remove the piston if necessary.

Note. Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring.

Scheme 309

Scheme 310

Scheme 311

Scheme 312

Scheme 313

1. Lubricate all seals with Mopar® ATF +4 prior to installation. NOTE: The 4C piston installation aid is only available with procurement of a new 4C piston. 1 -INSTALLATION AID 2 -4C RETAINER
2. Insert the installation aid (1) into the 4C retainer / bulkhead (2). 1 - INSTALLATION AID 2 - 4C RETAINER 3 - 4C PISTON
3. Lubricate the inner and outer 4C piston seals (3) with MOPAR® ATF+ 4.
4. Install the 4C piston (3) into the installation aid (1). 1 -INSTALLATION AID 2 -4C RETAINER 3 - 4C PISTON
5. Push the 4C piston (3) down evenly until it is seated in the 4C retainer / bulkhead (2). 1 -INSTALLATION AID 2 -4C RETAINER 3 - 4C PISTON
6. Remove the installation aid (1) from the 4C retainer / bulkhead (2). 1 - PRESS 2 - TOOL 8250
7. Position the 4C piston return spring onto the 4C piston.
8. Using Spring Compressor (special tool #8250, Compressor, Spring) (2) and a suitable shop press (1), compress the 4C piston return spring and install the snap-ring. 1 - 2C PISTON 8 - SNAP-RING 2 - 4C PLATE 9 - RETURN SPRING 3 - 4C DISC 10 - 4C PISTON 4 - 2C BELLEVILLE SPRING 11 - 4C RETAINER/BULKHEAD 5 - SNAP-RING 6 - SNAP-RING (SELECT) 7 - REACTION PLATE
9. Assemble and install the 4C clutch pack (2, 3) into the retainer/bulkhead (11) with a steel separator plate against the piston.
10. Install the 4C reaction plate (7) and snap-ring (6) into the retainer/bulkhead (11). The 4C reaction plate is non-directional.
11. Measure the 4C clutch clearance. The correct clutch clearance is 0.770-1.390 mm (0.030-0.055 in.). The snap-ring (6) is selectable. Install the chosen snap-ring and re-measure to verify the selection. The 4C selectable snap ring thickness are as follows: 4C SELECTABLE SNAP RING THICKNESS One Butterfly End, One Square End = 1.79 mm (0.070 in.). Both Ends Buttery Fly Cut = 2.20 mm (0.087 in.). One Butterfly End, One Inverted Butterfly End = 2.61 mm (0.103 in.).
12. Install the 2C piston (1) into the retainer/bulkhead (11).
13. Position the 2C Belleville spring (5) onto the 2C piston (2).
14. Position the 2C Belleville spring snap-ring (6) onto the 2C Belleville spring (5). 1 - PRESS 2 - TOOL 8249
15. Using Spring Compressor (special tool #8249, Compressor, Spring) (2) and a suitable shop press (1), compress the Belleville spring until the snap-ring is engaged with the snap-ring groove in the retainer/bulkhead.

1. Remove the transfer case from the transmission.
2. Using a screw mounted on a slide hammer, remove the adapter housing seal.

Scheme 314

1. Clean the adapter seal bore in the adapter housing of any residue or particles remaining from the original seal.
2. Install new oil seal in the adapter housing using Seal Installer (special tool #C-3860-A, Installer, Seal) (1). (Scheme 306) A properly installed seal is flush to the face of the seal bore.
3. Install the transfer case onto the transmission.

1. Apply an alignment mark on the drive shaft to output flange and remove the rear drive shaft. Refer to «SHAFT, DRIVE, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .
2. Using (special tool #C-3281, Holder, Flange) (1) remove flange nut and flange (2).
3. Using a seal removal tool, remove rear extension housing output shaft seal.

1. Clean the extension housing seal bore in the extension housing of any residue or particles remaining from the original seal.
2. Install new oil seal in the extension housing (1) using (special tool #8695, Installer, Seal) (2) and (special tool #C-4171, Driver Handle, Universal) (3).
3. Install flange (2) and using (special tool #C-3281, Holder, Flange) (1) install flange nut and tighten to 149 N.m (110 ft. lbs.).
4. Align marks and install rear drive shaft. Refer to «SHAFT, DRIVE, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .

The Input and Output Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).

The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information as input shaft rpm.

The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the park gear teeth. The TCM interprets this information as output shaft rpm.

The TCM compares the input and output speed signals to determine the following

1. Transmission gear ratio
2. Speed ratio error detection
3. CVI calculation

The TCM also compares the input speed signal and the engine speed signal to determine the following

1. Torque converter clutch slippage
2. Torque converter element speed ratio

1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmission.
3. Remove the wiring connector from the input speed sensor (3). see scheme 194
4. Remove the bolt holding the input speed sensor to the transmission case.
5. Remove the input speed sensor (3) from the transmission case.

1. Install the input speed sensor (3) into the transmission case. (Scheme 307)
2. Install the bolt to hold the input speed sensor (3) into the transmission case. Tighten the bolt to 12 N.m (105 in.lbs.).
3. Install the wiring connector onto the input speed sensor.
4. Verify the transmission fluid level. Add fluid as necessary.
5. Lower vehicle.

The Input and Output Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).

The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information as input shaft rpm.

The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the park gear teeth. The TCM interprets this information as output shaft rpm.

The TCM compares the input and output speed signals to determine the following

1. Transmission gear ratio
2. Speed ratio error detection
3. CVI calculation

The TCM also compares the input speed signal and the engine speed signal to determine the following

1. Torque converter clutch slippage
2. Torque converter element speed ratio

1. Raise vehicle.
2. Remove transfer case skid plate (if equipped).
3. Place a suitable fluid catch pan under the transmission.
4. Remove the wiring connector from the output speed sensor (1). (Scheme 308)
5. Remove the bolt holding the output speed sensor (1) to the transmission case.
6. Remove the output speed sensor (1) from the transmission case.

1. Install the output speed sensor (1) into the transmission case. see scheme 197
2. Install the bolt to hold the output speed sensor (1) into the transmission case. Tighten the bolt to 12 N.m (105 in.lbs.).
3. Install the wiring connector onto the output speed sensor (1).
4. install the transfer case skid plate (if equipped).
5. Verify the transmission fluid level. Add fluid as necessary.
6. Lower vehicle.

The transmission temperature sensor is a thermistor that is integral to the Transmission Range Sensor (TRS).

The transmission temperature sensor is used by the TCM to sense the temperature of the fluid in the sump. Since fluid temperature can affect transmission shift quality and convertor lock up, the TCM requires this information to determine which shift schedule to operate in.

CALCULATED TEMPERATURE

A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual temperature. Calculated temperature is a predicted fluid temperature which is calculated from a combination of inputs

1. Battery (ambient) temperature
2. Engine coolant temperature
3. In-gear run time since start-up

The Transmission Range Sensor (TRS) is part of the solenoid module, which is mounted to the top of the valve body inside the transmission.

The Transmission Range Sensor (TRS) has five switch contact pins that

1. Determine shift lever position
2. Supply ground to the Starter Relay in Park and Neutral only.
3. Supply +12 V to the backup lamps in Reverse only.

The TRS also has an integrated temperature sensor (thermistor) that communicates transmission temperature to the TCM and PCM.

The Transmission Range Sensor (TRS) communicates shift lever position to the TCM as a combination of open and closed switches. Each shift lever position has an assigned combination of switch states (open/closed) that the TCM receives from four sense circuits. The TCM interprets this information and determines the appropriate transmission gear position and shift schedule.

There are many possible combinations of open and closed switches (codes). Seven of these possible codes are related to gear position and five are recognized as "between gear" codes. This results in many codes which should never occur . These are called "invalid" codes. An invalid code will result in a DTC, and the TCM will then determine the shift lever position based on pressure switch data. This allows reasonably normal transmission operation with a TRS failure.

The TCM utilizes a closed-loop system to control transmission line pressure. The system contains a variable force style solenoid, the Pressure Control Solenoid, which is part of the pressure switch assembly. The solenoid is duty cycle controlled by the TCM to vent the unnecessary line pressure supplied by the oil pump back to the pump inlet. The system contains a Line Pressure Sensor, which is a direct input to the TCM. The line pressure sensor monitors the transmission line pressure and completes the feedback loop to the TCM. The TCM uses this information to adjust its control of the pressure control solenoid to achieve the desired line pressure.

The TCM calculates the desired line pressure based upon inputs from the transmission and engine. The TCM calculates the torque input to the transmission and uses that information as the primary input to the calculation. The line pressure is set to a predetermined value during shifts, to ensure consistent shift quality. During all other operation, the desired line pressure value is adjusted based on torque level and other transmission requirements.

1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmission.
3. Remove the wiring connector from the line pressure sensor (2). see scheme 198
4. Remove the bolt holding the line pressure sensor (2) to the transmission case.
5. Remove the line pressure sensor (2) from the transmission case.

1. Install the line pressure sensor (2) into the transmission case. (Scheme 309)
2. Install the bolt to hold the line pressure sensor (2) into the transmission case. Tighten the bolt to 12 N.m (105 in.lbs.).
3. Install the wiring connector onto the line pressure sensor (2).
4. Verify the transmission fluid level. Add fluid as necessary.
5. Lower vehicle.

Scheme 315

The automatic transmission is operated with the help of a shift lever assembly (SLA) (1) located in the floor console. There are four positions to which the selection lever can be shifted: P, R, N, D. In addition, the selector lever can be moved sideways (+/-) in position "D" to adjust the shift range.

All selector lever positions are identified by the SLA and transmitted by a shift cable to the selector shaft in the transmission.

The SLA is comprised of the following functions

1. Park lock: The selector lever is not released from position "P" until the brake pedal has been applied and the ignition key is in "ACC" or ON" positions. Shift lock is controlled by the brake light switch in conjunction with a locking solenoid in the SLA. As soon as the brake pedal is applied firmly, the locking solenoid is de-energized to unlock the selector lever.

With the selector lever in position "D", the transmission control module (TCM) automatically shifts the gears that are best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off is always performed in 1st gear.

The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the instrument cluster display.

The permissible shifter positions and transmission operating ranges are

1. P = Parking lock and engine starting.
2. R = Reverse.
3. N = Neutral and engine starting (no power is transmitted to the axles).
4. D = The shift range includes all forward gears.

The shift range can be adjusted to the current operating conditions by tipping the selector lever to the left-hand side ("-") or the right-hand side ("+") when in position "D". If the shift range is limited, the display in the instrument cluster indicates the selected shift range and not the currently engaged gear.

1. 5= Shift range is limited to overdrive
2. 4= Shift range is limited to 4th gear.
3. 3= Shift range is limited to 3rd gear.
4. 2= Shift range is limited to 2nd gear.
5. 1= Shift range is limited to 1st gear.

Tipping the shift lever will have the following results

1. Tipping the selector lever toward "-" one time after another: The shift range is reduced in descending sequence by one gear each time, i.e., from D - 4 - 3 - 2 - 1. If the selected limitation of the shift range would result in a downshift causing excessive engine speed, the shifting is not executed and the engaged gear as well as the shift range remain unchanged. This is to prevent the engine from overspeeding. Engine retardation is low with the selector lever in position "D". To make use of the full braking power of the engine, "manual" downshifting by tipping the lever towards the left-hand side is recommended. If this has been done, subsequent upshifting must be carried out manually as well.
2. Tipping the selector lever toward "-" and holding it in this position: The currently engaged gear in range "D" is indicated in the instrument cluster display and the shift range is limited to this gear.
3. Tipping the selector lever toward "+" one time after another: The shift range is increased by one gear each time and the increased shift range is displayed in the instrument cluster; possibly, the transmission upshifts to a faster gear.
4. Tipping the selector lever toward "+" several times: The shift range is increased by one gear each time the lever is tipped until the shift range ends up in "D".
5. Tipping the selector lever toward "+" and holding it in this position: The shift range is extended immediately to "D", shift ranges are indicated in ascending sequence; possibly, the transmission upshifts to a faster gear due to the extension of the shift range.

Scheme 316

1. Remove any necessary console parts for access to shift lever assembly and shifter cables. For shifter knob and bezel removal, refer to «BEZEL, SHIFTER»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) . For console components, refer to «CONSOLE, FLOOR»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Shift transmission into PARK.
3. Disconnect the transmission shift cable (1) at shifter assembly (2).
4. Remove the shift cable retainer from the notch in the shifter assembly.
5. Disengage all wiring connectors from the shifter assembly (2).
6. Remove all bolts (2) holding the shifter assembly (1) to the floor pan.
7. Remove the shifter assembly (1) from the vehicle.

Scheme 317

1. Install shifter assembly (1) in position on the floor pan.
2. Install the bolts (2) to hold the shifter assembly (1) onto the floor pan. Tighten bolts to 12 N.m (105 in.lbs.).
3. Place the floor shifter lever in PARK position.
4. Install the gearshift cable (1) to the shift lever pin.
5. Install the wiring harness connectors to the shifter assembly (2).
6. Verify that the shift lever is in the PARK position.
7. Tighten the adjustment screw to 30 N.m (265 in.lbs.).
8. Verify correct shifter, park lock, and BTSI operation.
9. If necessary, install the shield, covering the gearshift and park lock cables, to the shifter assembly and install the bolts to hold the shield to the shifter assembly.
10. Install any console parts removed for access to shift lever assembly and shift cables. Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

The tow/haul overdrive OFF (control) switch is located in the lower portion of the center instrument panel switch cluster. The switch is a momentary contact device that signals the PCM to toggle current status of the overdrive function.

At key-on, overdrive operation is allowed. Pressing the switch once causes the tow/haul overdrive OFF mode to be entered and the Tow/Haul lamp to be illuminated. Pressing the switch a second time causes normal overdrive operation to be restored and the tow/haul lamp to be turned off. The tow/haul overdrive OFF mode defaults to ON after the ignition switch is cycled OFF and ON. The normal position for the control switch is the ON position. The switch must be in this position to energize the solenoid and allow a 3-4 upshift. The control switch indicator light illuminates only when the tow/haul overdrive switch is turned to the OFF position, or when illuminated by the transmission control module.

The torque converter is a hydraulic device that couples the engine crankshaft to the transmission. (Scheme 313) The torque converter consists of an outer shell with an internal turbine (1), a stator (2), an overrunning clutch, an impeller (5), and an electronically applied converter clutch (6). The converter clutch provides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced transmission fluid temperatures. The torque converter hub (3) drives the transmission oil (fluid) pump and contains an o-ring seal (4) to better control oil flow.

The torque converter is a sealed, welded unit that is not repairable and is serviced as an assembly.

Scheme 318

The impeller is an integral part of the converter housing. (Scheme 314) The impeller consists of curved blades placed radially along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the engine, so is the impeller, because they are one and the same and are the driving members of the system.

Scheme 319

The turbine is the output, or driven, member of the converter. see scheme 207 The turbine is mounted within the housing opposite the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are curved in the opposite direction.

Scheme 320

The stator assembly is mounted on a stationary shaft which is an integral part of the oil pump. see scheme 208 The stator (1) is located between the impeller (2) and the turbine (4) within the torque converter case.

Scheme 321

The stator contains an over-running clutch (1-4), which allows the stator to rotate only in a clockwise direction. see scheme 209 When the stator is locked against the over-running clutch, the torque multiplication feature of the torque converter is operational.

Scheme 322

The TCC was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. see scheme 210 Although the fluid coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller (3) and turbine (5) were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston (6) with friction material (7) was added to the turbine assembly (5) to provide this mechanical lock-up.

In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the L/R-CC Solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated Converter Clutch (EMCC) can occur at various times depending on the following variables

1. Shift lever position
2. Current gear range
3. Transmission fluid temperature
4. Engine coolant temperature
5. Input speed
6. Throttle angle
7. Engine speed

The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. see scheme 211 The converter turbine (driven member), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft.

Scheme 323

TURBINE

As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft) to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine's blades it continues in a "hindering" direction back toward the impeller. If the fluid is not redirected before it strikes the impeller, it will strike the impeller in such a direction that it would tend to slow it down.

STATOR

Torque multiplication is achieved by locking the stator's over-running clutch to its shaft. see scheme 212 Under stall conditions (the turbine is stationary), the oil leaving the turbine blades strikes the face of the stator blades and tries to rotate them in a counterclockwise direction. When this happens the over-running clutch of the stator locks and holds the stator from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a "helping" direction before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller, can produce a maximum torque multiplication of about 2.4:1. As the turbine begins to match the speed of the impeller, the fluid that was hitting the stator in such as way as to cause it to lock-up is no longer doing so. In this condition of operation, the stator begins to free wheel and the converter acts as a fluid coupling.

Scheme 324

TORQUE CONVERTER CLUTCH (TCC)

In a standard torque converter, the impeller and turbine are rotating at about the same speed and the stator is freewheeling, providing no torque multiplication. By applying the turbine's piston and friction material to the front cover, a total converter engagement can be obtained. The result of this engagement is a direct 1:1 mechanical link between the engine and the transmission.

The clutch can be engaged in second, third, fourth, and fifth gear ranges depending on overdrive control switch position. If the overdrive control switch is in the normal ON position, the clutch will engage after the shift to fourth gear, and above approximately 72 km/h (45 mph). If the control switch is in the OFF position, the clutch will engage after the shift to third gear, at approximately 56 km/h (35 mph) at light throttle.

The TCM controls the torque converter by way of internal logic software. The programming of the software provides the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows

1. No EMCC
2. Partial EMCC
3. Full EMCC
4. Gradual-to-no EMCC

NO EMCC

Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need for EMCC under current driving conditions.

PARTIAL EMCC

Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application. Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some slip does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.

FULL EMCC

During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.

GRADUAL-TO-NO EMCC

This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by decreasing the L/R Solenoid duty cycle.

1. Remove transmission and torque converter from vehicle.
2. Place a suitable drain pan under the converter housing end of the transmission. CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of the transmission will shift when the torque converter is removed creating an unstable condition. The torque converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pump seal.
4. Separate the torque converter from the transmission.

Note. Check converter hub and drive flats for sharp edges, burrs, scratches, or nicks. Polish the hub and flats with 320/400 grit paper or crocus cloth if necessary. Verify that the converter hub o-ring is properly installed and is free from debris. The hub must be smooth to avoid damaging the pump seal at installation.

Scheme 325

1. Lubricate oil pump seal lip with transmission fluid.
2. Place torque converter in position on transmission. CAUTION: Do not damage oil pump seal or converter hub o-ring while inserting torque converter into the front of the transmission.
3. Align torque converter to oil pump seal opening.
4. Insert torque converter hub into oil pump.
5. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears.
6. Check converter seating with a scale (1) and straightedge (2). see scheme 213 Surface of converter lugs should be at least 13 mm (1/2 in.) to rear of straightedge when converter is fully seated.
7. If necessary, temporarily secure converter with C-clamp attached to the converter housing.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.

Scheme 326

The valve body consists of a cast aluminum valve body, a separator plate, and a transfer plate. The valve body contains valves and check balls that control fluid delivery to the torque converter clutch and frictional clutches. The valve body contains the following components

1. Solenoid switch valve
2. Manual valve
3. Low/reverse shuttle valve
4. 5 Accumulators

Scheme 327

1. 5 check balls

Note. Refer to HYDRAULIC SCHEMATICS for a visual aid in determining valve location, operation and design.

SOLENOID SWITCH VALVE

The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R-TCC solenoid is energized.

The Solenoid Switch Valve controls line pressure from the LR-TCC solenoid. In 1st gear, the SSV will be in the downshifted position, thus directing fluid to the L/R clutch circuit. In 2nd, 3rd, 4th, and fifth gears, the solenoid switch valve will be in the upshifted position and directs the fluid into the torque converter clutch (TCC) circuit.

When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV movement into the downshifted position. The L/R pressure switch is monitored to confirm SSV movement. If the movement is not confirmed (the L/R pressure switch does not close), 2nd gear is substituted for 1st. A DTC will be set after three unsuccessful attempts are made to get into 1st gear in one given key start.

Scheme 328

The manual valve is a relay valve. The purpose of the manual valve is to direct fluid to the correct circuit needed for a specific gear or driving range. The manual valve, as the name implies, is manually operated by the driver with a lever located on the top of the valve body. The valve is connected mechanically by a cable to the gearshift mechanism. The valve is held in each of its positions by a roller detent spring (2) that engages the roostercomb of the TRS selector plate (1). (Scheme 315)

LOW/REVERSE SWITCH VALVE

The low/reverse switch valve allows the low/reverse clutch to be operated by either the LR/CC solenoid or the MS solenoid.

Note. The valve body can be removed for service without having to remove the transmission assembly. The valve body can be disassembled for cleaning and inspection of the individual components. Refer to VALVE BODY, DISASSEMBLY .

1. Shift transmission into PARK.
2. Raise vehicle.
3. Disconnect wires at the solenoid and pressure switch assembly 23 pin electrical connector.
4. Position drain pan under transmission oil pan.
5. Remove transmission oil pan.
6. Remove the primary oil filter (1) from valve body. 1 - VALVE BODY TO CASE BOLT (6)
7. Remove bolts (1) attaching valve body to transmission case.
8. Lower the valve body and work the electrical connector out of transmission case.
9. Separate the valve body from the transmission.

1. Remove the bolts (1) holding the solenoid and pressure switch assembly to the valve body. Do not remove the screws on the top of the solenoid and pressure switch assembly.
2. Separate the solenoid and pressure switch assembly from the valve body. 1 - TRS SELECTOR PLATE 2 - DETENT SPRING 3 - CLUTCH PASSAGE SEALS
3. Remove the screw holding the detent spring (2) onto the valve body.
4. Remove the detent spring (2) from the valve body.
5. Remove the TRS selector plate (1) from the valve body and the manual valve.
6. Remove the clutch passage seals (3) from the valve body, if necessary. 1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR 2 - LOW/REVERSE SHUTTLE VALVE AND PLUG 7 - UNDERDRIVE ACCUMULATOR 3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR 4 - MANUAL VALVE 9 - 2C ACCUMULATOR 5 - SOLENOID SWITCH VALVE AND PLUGS
7. Remove the screws holding the accumulator cover onto the valve body.
8. Remove the accumulator springs and pistons (1, 6-9) from the valve body. Note which accumulator piston and spring belong in each location.
9. Place the valve body on the bench with the transfer plate upward. NOTE: The valve body contains five check balls. The transfer plate must be placed upward to prevent losing the check balls when the transfer plate is removed from the valve body.
10. Remove the screws holding the valve body to the valve body transfer plate.
11. Remove the transfer plate from the valve body. Note the location of all check balls.
12. Remove the check balls from the valve body. 1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR 2 - LOW/REVERSE SHUTTLE VALVE AND PLUG 7 - UNDERDRIVE ACCUMULATOR 3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR 4 - MANUAL VALVE 9 - 2C ACCUMULATOR 5 - SOLENOID SWITCH VALVE AND PLUGS
13. Remove the retainer securing the solenoid switch valve (5) from the valve body. Remove the solenoid switch valve and plugs (5), the manual valve (4) and low reverse shuttle valve and plug (2). Tag each valve and plug combination with location information to aid in assembly.

Clean the valve housings, valves, plugs, springs, and separator plate with a standard parts cleaning solution only. Do not use gasoline, kerosene, or any type of caustic solution.

Do not immerse any of the electrical components in cleaning solution. Clean the electrical components by wiping them off with dry shop towels only.

Dry all except the electrical parts with compressed air. Make sure all passages are clean and free from obstructions. Do not use rags or shop towels to dry or wipe off valve body components. Lint from these materials can stick to valve body parts, interfere with valve operation, and clog filters and fluid passages.

Note. Only the INNER accumulator seal ring actually seals the pressure in the bore. The outer seal ring only serves to guide the piston in the bore. Gouges which do not extend past the inner seal ring (and have no raised edges, which could damage the guide ring) are acceptable. The machined accumulator bores often have a tiger-striped appearance. This is NORMAL and does NOT require replacement, as long as the bores are smooth in the inner seal ring area.

Inspect all of the valve body mating surfaces for scratches, nicks, burrs, or distortion. Use a straightedge to check surface flatness. Minor scratches may be removed with crocus cloth using only very light pressure.

Minor distortion of a valve body mating surface may be corrected by smoothing the surface with a sheet of crocus cloth. Position the crocus cloth on a surface plate, sheet of plate glass or equally flat surface. If distortion is severe or any surfaces are heavily scored, the valve body will have to be replaced.

Inspect the valves and plugs for scratches, burrs, nicks, or scores. (Scheme 323) Minor surface scratches on steel valves and plugs can be removed with crocus cloth but do not round off the edges of the valve or plug lands. Maintaining sharpness of these edges is vitally important. The edges prevent foreign matter from lodging between the valves and plugs and the bore.

Inspect all the valve and plug bores in the valve body. Use a penlight to view the bore interiors. Replace the valve body if any bores are distorted or scored. Inspect all of the valve body springs. The springs must be free of distortion, warpage or broken coils.

Trial fit each valve and plug in its bore to check freedom of operation. When clean and dry, the valves and plugs should drop freely into the bores.

Valve body bores do not change dimensionally with use. If the valve body functioned correctly when new, it will continue to operate properly after cleaning and inspection. It should not be necessary to replace a valve body assembly unless it is damaged in handling.

Inspect all the accumulator bores in the valve body. Use a penlight to view the bore interiors. Replace the valve body if any bores are distorted or scored. Inspect all of the accumulator springs. The springs must be free of distortion, warpage or broken coils.

Scheme 329

Inspect all the fluid seals on the valve body. Replace any seals that are cracked, distorted, or damaged in any way. These seals pass fluid pressure directly to the clutches. Any pressure leak at these points, may cause transmission performance problems.

1. Lubricate valves and the housing valve bores with clean transmission fluid.
2. Install solenoid switch valve and plugs (5) and manual valve (4) into the valve body.
3. Install the retainers to hold each valve into the valve body.
4. Install the valve body check balls into their proper locations.
5. Position the separator and transfer plate onto the valve body.
6. Install the screws to hold the transfer plate to the valve body. Tighten the screws to 6 N.m (50 in. lbs.). 1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR 2 - LOW/REVERSE SHUTTLE VALVE AND PLUG 7 - UNDERDRIVE ACCUMULATOR 3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR 4 - MANUAL VALVE 9 - 2C ACCUMULATOR 5 - SOLENOID SWITCH VALVE AND PLUGS
7. Install the accumulator pistons (1, 6-9) and springs into the valve body in the location from which they were removed. Note that all accumulators except the overdrive have two springs. The overdrive accumulator piston (6) has only one spring.
8. Install the Low / Reverse shuttle valve, plug and retainer (2) into the valve body housing.
9. Position the accumulator cover onto the valve body.
10. Install the screws to hold the accumulator cover onto the valve body. Tighten the screws to 7 N.m (60 in. lbs.). 1 - TRS SELECTOR PLATE 2 - DETENT SPRING 3 - CLUTCH PASSAGE SEALS
11. Install the TRS selector plate (1) onto the valve body and the manual valve.
12. Position the detent spring (2) onto the valve body.
13. Install the screw to hold the detent spring (2) onto the valve body. Tighten the screw to 4.5 N.m (40 in. lbs.).
14. Install new clutch passage seals (3) onto the valve body, if necessary. 1 - SOLENOID PACK BOLTS (15)
15. Install the solenoid and pressure switch assembly onto the valve body.
16. Install the bolts (1) to hold the solenoid and pressure switch assembly onto the valve body. Tighten the bolts to 6 N.m (50 in. lbs.). Tighten the bolts adjacent to the arrows cast into the bottom of the transfer plate first.

1. Check condition of seals on valve body and the solenoid and pressure switch assembly. Replace seals if cut or worn.
2. Place TRS selector plate in the PARK position.
3. Place the transmission in the PARK position.
4. Lubricate seal on the solenoid and pressure switch assembly connector with petroleum jelly.
5. Position valve body in transmission and align the manual lever on the valve body to the pin on the transmission manual shift lever. see scheme 232
6. Seat valve body in case and install one or two bolts to hold valve body in place.
7. Tighten valve body bolts alternately and evenly to 12 N.m (105 in. lbs.) torque.
8. Operate the external manual shift lever and ensure that the TRS selector plate moves correctly into all gear range positions. 1 - PRIMARY OIL FILTER 2 - COOLER RETURN FILTER 3 - COOLER RETURN FILTER BYPASS VALVE 4 - VALVE BODY CAUTION: The primary oil filter seal MUST be fully installed flush against the oil pump body. DO NOT install the seal onto the filter neck and attempt to install the filter and seal as an assembly. Damage to the transmission will result.
9. Install a new primary oil filter seal in the oil pump inlet bore. Seat the seal in the bore with the butt end of a hammer, or other suitable tool.
10. Place replacement filter (1) in position on valve body and into the oil pump. see scheme 233
11. Install screw to hold filter to valve body. Tighten screw to 4.5 N.m (40 in. lbs.) torque.
12. Connect the solenoid and pressure switch 23 pin electrical assembly connector.
13. Install oil pan using silicone gasket sealer. Tighten pan bolts to 12 N.m (105 in. lbs.) torque.
14. Lower vehicle and fill transmission with Mopar® ATF +4.
15. Check and adjust gearshift cable, if necessary.

The Solenoid Switch Valve (SSV) is located in the main valve body and directs the output from the L/R-TCC solenoid to either the L/R clutch or the TCC control valves

The Solenoid Switch Valve controls line pressure from the LR-TCC solenoid. In 1st gear, the SSV will be in the downshifted position, thus directing fluid to the L/R clutch circuit. In 2nd, 3rd, 4th, and 5th gears, the solenoid switch valve will be in the upshifted position and directs the fluid into the torque converter clutch (TCC) circuit.

When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV movement into the downshifted position. The L/R pressure switch is monitored to confirm SSV movement. If the movement is not confirmed (the L/R pressure switch does not close), 2nd gear is substituted for 1st. A DTC will be set after three unsuccessful attempts are made to get into 1st gear in one given key start.

See also:
• MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE
• SHAFT, DRIVE, REAR, REMOVAL
• SHAFT, DRIVE, FRONT, REMOVAL
• COVER, STRUCTURAL DUST, REMOVAL, 5.7L
• REMOVAL
• REMOVAL
• INSTALLATION
• INSTALLATION
• STARTER, INSTALLATION
• SHAFT, DRIVE, FRONT, INSTALLATION
• CAPACITIES AND RECOMMENDED FLUIDS, DESCRIPTION
• CONSOLE, FLOOR, REMOVAL
• AIR CHECKING TRANSMISSION CLUTCH OPERATION
• CABLE, SHIFT, ADJUSTMENTS