Nag1 Automatic Transmission - Service Information Jeep Grand Cherokee WK2

Scheme 1

The NAG1 automatic transmission is an electronically controlled 5-speed transmission with a lock-up clutch in the torque converter. (Scheme 1) The ratios for the gear stages are obtained by 3 planetary gear sets. Fifth gear is designed as an overdrive with a high-speed ratio.

NAG1 identifies a family of transmissions and means "N"ew "A"utomatic "G"earbox, generation 1. Various marketing names are associated with the NAG1 family of transmissions, depending on the transmission variation being used in a specific vehicle. Some examples of the marketing names are: W5A300, W5A380, and W5A580. The marketing name can be interpreted as follows

1. W = A transmission using a hydraulic torque converter.
2. 5 = 5 forward gears.
3. A = Automatic Transmission.
4. 580 = Maximum input torque capacity in Newton meters.

The gears are actuated electronically/hydraulically. The gears are shifted by means of an appropriate combination of three multi-disc holding clutches, three multi-disc driving clutches, and two freewheeling clutches.

Electronic transmission control enables precise adaptation of pressures to the respective operating conditions and to the engine output during the shift phase which results in a significant improvement in shift quality.

Furthermore, it offers the advantage of a flexible adaptation to various vehicle and engines.

Basically, the automatic transmission with electronic control offers the following advantages

1. Reduces fuel consumption.
2. Improved shift comfort.
3. More favorable step-up through the five gears.
4. Increased service life and reliability.
5. Lower maintenance costs.

TRANSMISSION IDENTIFICATION

The transmission can be generically identified visually by the presence of a round 13-way connector located near the front corner of the transmission oil pan, on the right side. Specific transmission information can be found stamped into a pad on the left side of the transmission, above the oil pan rail.

TRANSMISSION GEAR RATIOS

The gear ratios for the NAG1 automatic transmission are as follows

TRANSMISSION HOUSING

The converter housing and transmission are made from a light alloy. These are bolted together and centered via the outer multi-disc carrier of multi-disc holding clutch, B1. A coated intermediate plate provides the sealing. The oil pump and the outer multi-disc carrier of the multi-disc holding clutch, B1, are bolted to the converter housing. The stator shaft is pressed into it and prevented from rotating by splines. The electrohydraulic unit is bolted to the transmission housing from underneath. A sheet metal steel oil pan forms the closure.

MECHANICAL SECTION

The mechanical section consists of a input shaft, output shaft, a sun gear shaft, and three planetary gear sets which are coupled to each other. The planetary gear sets each have four planetary pinion gears. The oil pressure for the torque converter lock-up clutch and clutch K2 is supplied through bores in the input shaft. The oil pressure to clutch K3 is transmitted through the output shaft. The lubricating oil is distributed through additional bores in both shafts. All the bearing points of the gear sets, as well as the freewheeling clutches and actuators, are supplied with lubricating oil. The parking lock gear is connected to the output shaft via splines.

Freewheeling clutches F1 and F2 are used to optimize the shifts. The front freewheel, F1, is supported on the extension of the stator shaft on the transmission side and, in the locking direction, connects the sun gear of the front planetary gear set to the transmission housing. In the locking direction, the rear freewheeling clutch, F2, connects the sun gear of the center planetary gear set to the sun gear of the rear planetary gear set.

ELECTROHYDRAULIC CONTROL UNIT

The electrohydraulic control unit comprises the shift plate made from light alloy for the hydraulic control and an electrical control unit. The electrical control unit comprises of a supporting body made of plastic, into which the electrical components are assembled. The supporting body is mounted on the shift plate and screwed to it.

Strip conductors inserted into the supporting body make the connection between the electrical components and a plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is produced via this 13-pin plug connector with a bayonet lock.

SHIFT GROUPS

The hydraulic control components (including actuators) which are responsible for the pressure distribution before, during, and after a gear change are described as a shift group. Each shift group contains a command valve, a holding pressure shift valve, a shift pressure shift valve, overlap regulating valve, and a solenoid.

The hydraulic system contains three shift groups: 1-2/4-5, 2-3, and 3-4. Each shift group can also be described as being in one of two possible states. The active shift group is described as being in the shift phase when it is actively engaging/disengaging a clutch combination. The 1-2/4-5 shift group control the B1 and K1 clutches. The 2-3 shift group controls the K2 and K3 clutches. The 3-4 shift group controls the K3 and B2 clutches.

OPERATION

The transmission control is divided into the electronic and hydraulic transmission control functions. While the electronic transmission control is responsible for gear selection and for matching the pressures to the torque to be transmitted, the transmission's power supply control occurs via hydraulic elements in the electrohydraulic control module. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.

The Transmission Control Module (TCM) allows for the precise adaptation of pressures to the corresponding operating conditions and to the engine output during the gearshift phase, resulting in a noticeable improvement in shift quality. The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range can be changed in the forward gears while driving, but the TCM employs a downshift safeguard to prevent over-revving the engine. The system offers the additional advantage of flexible adaptation to different vehicle and engine variants.

EMERGENCY RUNNING FUNCTION

In order to ensure a safe driving state and to prevent damage to the automatic transmission, the TCM control module switches to limp-home mode in the event of critical faults. A DTC assigned to the fault is stored in memory. All solenoid and regulating valves are thus de-energized.

The net effect is

1. The last engaged gear remains engaged.
2. The modulating pressure and shift pressures rise to the maximum levels.
3. The torque converter lockup clutch is deactivated.

In order to preserve the operability of the vehicle to some extent, the hydraulic control can be used to engage 2nd gear or reverse using the following procedure

1. Stop the vehicle.
2. Move selector lever to "P".
3. Switch off engine.
4. Wait at least 10 seconds.
5. Start engine.
6. Move selector lever to D: 2nd gear.
7. Move selector lever to R: Reverse gear.

The limp-home function remains active until the DTC is rectified or the stored DTC is erased with a scan tool. Sporadic faults can be reset via ignition OFF/ON.

CLUTCH APPLICATION

for which shift elements are applied in each gear position. Refer to CLUTCH APPLICATION .

CLUTCH APPLICATION

Scheme 2

Scheme 3

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred to the output shaft (26). (Scheme 3)and (Scheme 2).

FRONT PLANETARY GEAR SET

The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine.

REAR PLANETARY GEAR SET

The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the locked freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration. The planetary gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.

CENTER PLANETARY GEAR SET

The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.

Scheme 4

Scheme 5

Torque from the torque converter is increased via the input shaft (25) and the center and rear planetary gearset and transferred to the output shaft (26). (Scheme 5)and (Scheme 4).

The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and input shaft.

The annulus gear (11) turns at the input speed as a result of the mechanical connection to the front planetary carrier (13). The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the locked freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration. The planetary pinion gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.

The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.

Scheme 6

Scheme 7

Torque from the torque converter is increased via the input shaft (25) and the center planetary gearset and transferred to the output shaft (26). (Scheme 7)and (Scheme 6).

The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and input shaft (25).

The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and turns as a closed unit.

The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.

Scheme 8

Scheme 9

Speed and torque are not converted by the direct gear ratio of the 4th gear. Power is transferred from the input shaft (25) to the output shaft (26) via three locked planetary gearsets. (Scheme 9)and (Scheme 8).

The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and the input shaft (25).

The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due to the mechanical connection with the locked front planetary gearset. The planetary gearset is therefore locked and turns as a closed unit.

The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multiple-disc clutch K3 (12) connects the sun gears (22) and (23) of the rear and center planetary gearset. The planetary gearset is locked by the same speeds of the annulus gear (10) and the sun gear (22) and it turns as a closed unit.

Scheme 10

Scheme 11

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred to the output shaft (26). (Scheme 11)and (Scheme 10).

The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine.

The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns at a reduced speed due to the mechanical connection with the front planetary carrier (13). The planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The sun gear (23) moves at an increased speed in the running direction of the engine.

The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multiple-disc clutch K3 (12) transfers an increased speed to the sun gear (22) due to the connection with the sun gear (23). The planetary pinion gears (18) turn between the annulus gear (10) and the sun gear (22). The speed of the planetary carrier (14) and the output shaft (26) connected to the planetary carrier lies between that of the annulus gear (10) and the sun gear (22). This provides a step-up ratio.

Scheme 12

Scheme 13

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred with reversed direction of rotation to the output shaft (26). (Scheme 13)and (Scheme 12).

The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine.

The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The planetary gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine.

The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear (22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the opposite direction to the running direction of the engine.

Scheme 14

Scheme 15

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and transferred with reversed direction of rotation to the output shaft (26). (Scheme 14)and (Scheme 15).

The clutch K1 (7) is shifted. The planetary carrier (13) and sun gear (21) are connected to each other as a result. The annulus gear (8) is driven via the input shaft (25). The planetary gear set is locked and turns as a unit.

The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine.

The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear (22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the opposite direction to the running direction of the engine.

Scheme 16

The end face of the command valve (5) is kept unpressurized via the solenoid valve for 1-2 and 4-5 shift (1). (Scheme 16) Because of the holding pressure shift valve (4), the working pressure (p-A) is present at the multiple-disc holding clutch B1 (7). Clutch K1 (6) is unpressurized.

Scheme 17

When the 1-2 and 4-5 shift solenoid valve (1) is turned on, the shift valve pressure (p-SV) is directed onto the end face of the command valve (5). (Scheme 17) The command valve is moved and the shift pressure (p-S) coming from the shift pressure shift valve (3) is directed via the command valve (5) onto clutch K1 (6).

Simultaneously the clutch B1 (7) is subjected to overlap pressure by the overlap regulating valve (2). The pressure in the clutch B1 (7) as it disengages is controlled during the shift phase depending on engine load by the modulating pressure and the applying clutch pressure (the shift pressure in clutch K1). The controlled pressure in clutch B1 (7) is inversely proportional to the capacity of the clutch being engaged. The rising shift pressure (p-S) at clutch K1 (6) acts on the annular face of the overlap regulating valve (2) and reduces the overlap pressure regulated by the overlap regulating valve (2). When a corresponding pressure level is reached at the holding pressure shift valve (4), this valve switches over.

Scheme 18

The B1 (7) pressure acting on the end face of the shift pressure shift valve (3) is replaced by the working pressure (p-A). (Scheme 18) The shift pressure is also routed to the spring end of the holding valve (4) and the holding valve downshifts. The line pressure is then routed to the command valve (5).

Scheme 19

After the gear change is complete, the pressure on the end face of the command valve (5) is reduced via the 1-2 and 4-5 shift solenoid valve (1), and the command valve (5) is pushed back to its basic position. (Scheme 19) Via the holding pressure shift valve (4) the working pressure (p-A) now passes via the command valve (5) to clutch K1 (6). The multiple-disc holding clutch B1 (7) is deactivated (unpressurized). The spring of the shift pressure shift valve (3) pushes the valve back to its basic position.

Scheme 20

The 1-2/4-5 shift solenoid (1) is turned ON to apply shift pressure (p-S) to the end face of the 1-2/4-5 command valve (5). (Scheme 20) This allows the command valve to up-shift and the shift pressure coming from the 1-2/4-5 shift valve (3) is routed to the holding clutch B1 (7) via the command valve.

Simultaneously, the pressure in the releasing clutch, K1 (6), is regulated at the 1-2/4-5 overlap valve (2). The pressure in the K1 clutch as it disengages is controlled during the shift phase depending on engine load, via the modulating pressure (p-MOD), and the shift pressure in clutch B1 (7). The increasing shift pressure in clutch B1, which also acts on the end face of the overlap valve, reduces the overlap pressure.

Scheme 21

The pressure in clutch B1 (7) acting on the end face of the 1-2/4-5 holding valve (4) forces the valve to up-shift against the spring pressure and allows line pressure (p-A) to pass through the command valve (5). (Scheme 21)

2-1 SHIFT - FIRST GEAR ENGAGED

After the gear change is complete, the 1-2/4-5 shift solenoid (1) is turned off. see scheme 22 This reduces the pressure on the end face of the 1-2/4-5 command valve (5) to 0 psi and the spring pressure downshifts the valve to its initial position. The line pressure (p-A) is switched to the holding clutch B1 (7) and the end face of the holding valve by the downshifted command valve. The upshifted holding valve also allows the remaining pressure in clutch K1 (6) to be vented.

Scheme 22

With the engine started and the gearshift lever in the NEUTRAL or PARK positions, holding clutch B1 (1) and driving clutch K3 (4) are applied and the various valves in the 1-2/4-5 shift group are positioned to apply pressure to the holding clutch B2. (Scheme 22)

Scheme 23

The selector valve opens the shift pressure (p-S) feed connection from the ball valve (19) with the shift valve B2 (9). (Scheme 23) With the shift valve B2 (9) in the upper position, shift pressure (p-S) travels behind the piston B2 (5) and simultaneously to the opposing face of the piston B2 (6). The multiple-disc holding clutch B2 begins to close.

The pressure on the opposing face of the piston B2 (6) ensures a soft activation of the multiple-disc holding clutch B2.

Scheme 24

The TCM monitors the activation sequence via the speed of the input shaft, which slows down as the frictional connection in the multiple-disc holding clutch increases. When the speed drops to the specified level, the TCM shuts off the power to the 3-4 shift solenoid valve (10). (Scheme 24) The spring chamber of the shift valve B2 (9) is depressurized and switches downwards. This connects the line to the opposing face of the piston B2 (6) with the pressure holding valve (11). The pressure on the opposing face of the piston B2 (6) drops to a residual pressure.

The working pressure (p-A) is formed and travels via the 2-3 holding pressure shift valve, the 2-3 command valve and the ball valve (16) to multi-plate clutch K3 (4) and via the 3-4 command valve (13) to the end face of the 3-4 shift pressure shift valve (14). The 3-4 shift pressure shift valve (14) is moved against the force of the spring towards the right. At the same time the 3-4 solenoid valve (10) is energized. This allows shift valve pressure (p-SV) to enter the spring chamber of the shift valve B2 (9) and to reach the end face of the 3-4 command valve (13). The shift valve B2 (9) is held in the upper position and the 3-4 command valve (13) switches towards the right. At the end face of the 3-4 shift pressure shift valve (14) the working pressure (p-A) is replaced by shift valve pressure (p-SV).

The 3-4 command valve (13) moves to the left. Working pressure (p-A) travels via the holding pressure shift valve (12) and the 3-4 command valve (13) to the piston of multiple-disc holding clutch B2 (5).

Scheme 25

The ports (1 - 8), are the clutch apply passages.

Scheme 26

When the adapter plates (special tool #10007, Plate, Air Pressure Test) (1&2) are placed over the ports, proper operation of the transmission clutches can be verified. Air-pressure testing can be used to check transmission clutch operation. The test can be conducted with the transmission either in the vehicle (where applicable) 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.

Scheme 27

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

Note. When checking the K1 clutch, air must pass through numerous passages to reach the clutch it's self, therefore only a slight application will be noted.

1. Remove the oil pan.
2. Remove the valve body (electrohydraulic unit). Refer to «UNIT, ELECTROHYDRAULIC CONTROL, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information) .
3. Using the existing valve body (electrohydraulic unit) mounting bolts attach the Air Adapter Plates (special tool #10007, Plate, Air Pressure Test) (1&2). Tighten the bolt to 8 N.m (71 in. lbs.).
4. Apply 30 psi of air pressure to 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.

AUTOMATIC TRANSMISSION - GENERAL CONDITIONS

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.
6. Transfer case performance (if equipped).

Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and condition, gearshift cable adjustment (if equipped) and transmission fault codes using the appropriate scan tool. Then perform a road test to determine if the problem has been corrected or if more diagnosis is necessary.

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. Check for transmission fault codes using the appropriate scan tool.
2. Adjust gearshift cable if complaint was based on delayed, erratic, or harsh shifts.
3. Road test and note how transmission upshifts, downshifts, and engages.
4. Check fluid level and condition.

VEHICLE IS DISABLED

1. Check for broken or disconnected gearshift cable.
2. Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs.
3. Check fluid level and condition.
4. Check shifter linkage: Is cable connected to lever at transmission and does the lever move with gear change on the console shifter ? If no movement, repair shift cable and or shifter.
5. With shifter in Park, attempt to rotate drive shaft(s) to ensure transmission output shaft coupler/flange is secure.
6. Check the transfer case operation (if equipped).
7. Raise and support vehicle on safety stands, start engine with transmission in Park position and allow to idle for several minutes, shift transmission into gear, and note following: If propeller shaft turns but wheels do not, problem is with differential or axle shafts. If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and check for debris. If pan is clear, remove transmission and check for damaged driveplate, converter, oil pump, or input shaft. If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if problem is hydraulic or mechanical. Refer to «DIAGNOSIS AND TESTING»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information) .
8. Air pressure test the B1, K3, and B2 clutch circuits. Refer to «DIAGNOSIS AND TESTING»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information) .
9. Check the TCM, Wiring, Valve body, and Solenoids (Utilize fault codes to diagnose if available).
10. Remove oil pan and check filter presence and condition (not plugged and seated).
11. If debris is found in the pan, tear down transmission and inspect all hard parts, Front Annulus Gear and Gear to Retainer and Input Shaft (Shaft to Retainer) etc., and clutches. If the hard parts did not show signs of damage replace the torque converter and filter.
12. Remove valve body, disassemble, and inspect Line Pressure Regulating valve for being stuck, clean and remove debris.
13. Check pump rotor for failed inner lugs that are driven by the T/C hub.

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 chart provides a basis for analyzing road test results. Refer to CLUTCH APPLICATION .

CLUTCH APPLICATION

TRANSMISSION OIL LEAK

Begin with a thorough inspection of the transmission, particularly at the area of the suspected leak. If an oil leak source is not readily identifiable, the following steps should be followed

1. Clean or degrease the transmission with a water soluble solvent only.
2. Add an oil soluble dye (use as recommended by manufacturer) while the powertrain is at ambient temperature. Start the engine and let idle for approximately 15 minutes. Check the oil dip stick (if equipped) to make sure the dye is thoroughly mixed as indicated with a fluorescent color under a black light.
3. Using a black light, inspect the entire transmission for fluorescent dye, practically at the suspected area of oil leak. If the oil leak is found and identified, repair per service information instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles) and repeat inspection.

Scheme 28

When diagnosing converter housing (5) fluid leaks, three actions must be taken before repair

1. Verify proper transmission fluid level.
2. Verify that the leak originates from the converter housing area and is transmission fluid.
3. Determine the true source of the leak.

Fluid leakage at or around the torque converter area may originate from an engine oil leak (7). (Scheme 28) The area should be examined closely. Factory fill fluid is red and, therefore, can be distinguished from engine oil.

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.

Pump seal (1) leaks tend to move along the drive hub and onto the rear of the converter. (Scheme 28) Pump o-ring or pump body leaks follow the same path as a seal leak. Pump attaching bolt (3) leaks are generally deposited on the inside of the converter housing (5) and not on the converter itself. Pump seal (1) or gasket (4) leaks usually travel down the inside of the converter housing.

Scheme 29

Possible sources of torque converter leakage are

1. Torque converter weld leaks at the outside diameter weld (1). (Scheme 29)
2. Torque converter hub weld (2).

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. The hole is tapped with a special Heli-Coil tap, or equivalent, and a Heli-Coil insert, or equivalent, is installed 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

GEAR RATIOS

SPECIFICATIONS

TORQUE SPECIFICATIONS

NAG1 VALVE BODY SPRING DIMENSION

Scheme 30

Scheme 31

Scheme 32

Scheme 33

Scheme 34

Scheme 35

Scheme 36

Scheme 37

Scheme 38

Scheme 39

Scheme 40

Scheme 41

Scheme 42

Scheme 43

Scheme 44

Scheme 45

Scheme 46

Scheme 47

Scheme 48

Scheme 49

Scheme 50

REMOVAL

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

Scheme 51

Scheme 52

Scheme 53

Scheme 54

Scheme 55

Scheme 56

Scheme 57

Scheme 58

1. Disconnect the negative battery cable.
2. Raise and support the vehicle.
3. Remove the propeller shafts. Refer to «SHAFT, DRIVE, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft__removal) and «SHAFT, DRIVE, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) .
4. Remove the bolts holding the starter motor to the transmission. Refer to «STARTER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/starter/#starting-service-information) .
5. Remove the starter from the transmission starter pocket and safely relocate.
6. Remove the lower bolts (1) holding the transmission and engine.
7. For gas engines, rotate crankshaft in clockwise direction until converter bolts (1) are accessible. Then remove bolts (1) one at a time. Rotate crankshaft with socket wrench on dampener bolt.
8. For diesel engines, rotate crankshaft in clockwise direction until converter bolts (1) are accessible. Then remove bolts (1) one at a time. Rotate crankshaft with socket wrench on dampener bolt.
9. Disconnect the gearshift cable (3) from the transmission manual valve lever.
10. Remove the shift cable (3) from the gearshift cable bracket (4).
11. Disconnect 13-pin plug connector (1). Turn bayonet lock of the adapter plug (2) counter-clockwise.
12. Remove the 13-pin connector (1) from the transmission.
13. Disconnect transmission fluid cooler lines (1) at transmission.
14. Disconnect the transmission vent hose from the transmission.
15. Remove the bolts (3, 4) holding the transmission fill tube (2) to the transmission (1).
16. Support rear of engine with safety stand or jack.
17. Raise transmission slightly with service jack to relieve load on crossmember and supports.
18. Remove bolts securing rear support and cushion to transmission crossmember.
19. Remove bolts attaching crossmember to frame and remove crossmember.
20. Remove all remaining bolts (2) holding the engine to the transmission (1). Note the location of any wiring harness clips.
21. Carefully work transmission and torque converter assembly rearward off engine block dowels.
22. Hold torque converter in place during transmission removal.
23. Lower transmission and remove assembly from under the vehicle.
24. To remove torque converter, carefully slide torque converter out of the transmission.

DISASSEMBLY

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

Note. Tag all clutch pack assemblies, as they are removed, for reassembly identification.

Scheme 59

Scheme 60

Scheme 61

Scheme 62

Scheme 63

Scheme 64

Scheme 65

Scheme 66

Scheme 67

Scheme 68

1. Remove the torque converter (1). (Scheme 59) 1 - TOOL 8266-8 2 - TOOL 8266-18 3 - TOOL C-3339A
2. Place transmission in a vertical position.
3. Measure input shaft end play as follows. (Scheme 60) Attach Adapter (special tool #8266-18, Spline Tool, NAG1) (2) to Handle (special tool #8266-8, Handle) (1). Attach dial indicator (special tool #C-3339A, Set, Dial Indicator) (3) to Handle (special tool #8266-8, Handle) (1). Install the assembled tool onto the input shaft of the transmission and tighten the retaining screw on Adapter (special tool #8266-18, Spline Tool, NAG1) (2) to secure it to the input shaft. Position the dial indicator plunger against a flat spot on the oil pump and zero the dial indicator. Move the input shaft in and out. Record the maximum travel for assembly reference. 1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - ADAPTER PLUG
4. Loosen adapter plug bolt (9) and remove from the adapter plug (10) from the transmission housing. (Scheme 61)
5. Detach oil pan (5). (Scheme 61)
6. Remove oil filter (4). (Scheme 61)
7. Unscrew Torx® socket bolts (3) and remove electrohydraulic unit (2).
8. Air check the transmission. Refer to «DIAGNOSIS AND TESTING»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information). 1 - RETAINING RING 2 - OUTPUT SHAFT BEARING
9. Place the transmission in PARK to prepare for the removal of the output shaft nut.
10. Remove the nut, with a 30 mm 12 point socket, holding the propeller shaft flange to the output shaft and remove the flange.
11. Remove the transmission rear oil seal with a suitable slide hammer and screw.
12. Remove the transmission output shaft washer. Be sure to tag the washer since it is very similar to the geartrain end-play shim and they must not be interchanged.
13. Remove the transmission rear output shaft bearing retaining ring (1). 1 - BEARING REMOVER 9082A 2 - TRANSMISSION CASE 3 - OUTPUT SHAFT BEARING
14. Position Bearing Remover (special tool #9082A, Remover, Bearing) (1) over the inner race of the output shaft bearing (3). (Scheme 63) 1 - BEARING REMOVER 9082A 2 - TRANSMISSION CASE 3 - COLLAR 4 - FINGERS NOTE: Due to production variations in the bearing, it may not be possible to slide the collar fully downward. It is only necessary to slide the collar down far enough that the fingers securely grasp the inner bearing race.
15. Slide the collar (3) on the Bearing Remover (special tool #9082A, Remover, Bearing) (1) downward over the fingers (4) of the tool. (Scheme 64) 1 - BEARING REMOVER 9082A 2 - TRANSMISSION CASE 3 - OUTPUT SHAFT BEARING
16. Remove the output shaft bearing (3). (Scheme 65)
17. Remove the geartrain end-play shim from the output shaft. Be sure to tag the shim since it is very similar to the output shaft washer and they must not be interchanged. 1 - DRIVING CLUTCH K1 5 - THRUST WASHER 2 - SUN GEAR OF FRONT PLANETARY GEAR SET 6 - FRONT PLANETARY GEAR SET, DRIVING CLUTCH K2, AND INPUT SHAFT 3 - DRIVING CLUTCH K3, OUTPUT SHAFT, AND CENTER AND REAR PLANETARY GEAR SETS 7 - SEALING RINGS 4 - THRUST NEEDLE BEARING
18. Remove the bolts holding the transmission housing to the converter housing from inside the converter housing.
19. Stand the transmission upright on the converter housing.
20. Remove the remaining bolts holding the transmission housing to the converter housing.
21. Remove the transmission housing from the converter housing.
22. Remove output shaft with center and rear gear set and clutch K3 (3). (Scheme 66)
23. Remove thrust needle bearing (4) and thrust washer (5). (Scheme 66)
24. Remove input shaft with clutch K2 and front gear set (6).
25. Remove clutch K1 (1). 1 - BOLTS - M6X32 4 - BOLTS - M8X35 2 - CONVERTER HOUSING 5 - HOLDING CLUTCH B1 3 - INTERMEDIATE PLATE 6 - OIL PUMP
26. Unscrew Torx® socket bolts (4) and remove oil pump (6). (Scheme 67) Screw two opposed bolts into the oil pump housing and press the oil pump out of the converter housing by applying light blows with a plastic hammer.
27. Remove and discard the torque converter hub seal and the oil pump outer o-ring seal from the oil pump.
28. Unscrew Torx® socket bolts (1) and remove multiple-disc holding clutch B1 (5) from converter housing. (Scheme 67) Screw two opposed bolts into the multiple-disc holding clutch B1 (5) and separate from the converter housing by applying light blows with a plastic hammer.
29. Detach intermediate plate (3) from converter housing (2). (Scheme 67) 1 - SNAP-RING 5 - PARK GEAR 2 - HOLDING CLUTCH B3 DISCS 6 - TRANSMISSION HOUSING 3 - SPRING WASHER 7 - BOLTS - M8X60 4 - HOLDING CLUTCH B2
30. Remove multiple-disc pack B3 (2) and spring washer (3) by removing snap-ring (1) in transmission housing. (Scheme 68) To facilitate removal of the snap-ring (1), compress the multiple-disc pack B3 (2). Note which clutch disc is removed just prior to the spring washer (3) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the spring washer.
31. Unscrew Torx® socket bolts (7). (Scheme 68)
32. Remove multiple-disc holding clutch B2 (4) from transmission housing. (Scheme 68) The externally toothed disc carrier for multiple-disc holding clutch B2 is also the piston for multiple-disc holding clutch B3.
33. Remove parking lock gear (5). (Scheme 68)

ASSEMBLY

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

Scheme 69

Scheme 70

Scheme 71

Scheme 72

Scheme 73

Scheme 74

Scheme 75

Scheme 76

Scheme 77

Scheme 78

1. Insert parking lock gear (5). see scheme 71
2. Install multiple-disc holding clutch B2 (4) in transmission housing (6). see scheme 71
3. Screw in both Torx® socket bolts (7). Tighten the bolts to 16 N.m (141 in.lbs.). 1 - OUTER DISC - 6.5 MM (0.256 IN.) 5 - PISTON 2 - OUTER DISCS - 1.8 MM (0.071 IN.) 6 - FRICTION DISCS 3 - OUTER DISCS - 1.8 MM (0.071 IN.) 7 - SNAP-RING 4 - SPRING WASHER 8 - B3 DISC CARRIER NOTE: During the measurement the snap ring (7) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (8). (Scheme 70) NOTE: Pay attention to sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the spring washer (4) to its original location. Place new friction multiple-discs in ATF fluid for one hour before installing. CAUTION: Apply only light pressure (less than 10 N (3 lbs.) of force) to the clutch pack when measuring the clutch clearance with the feeler gauge. Applying excessive force to the clutch will give an incorrect reading and lead to a transmission failure.
4. Insert and measure spring washer (4) and multiple-disc pack B3 (2, 6). (Scheme 70) Put multiple-discs for multiple-disc holding clutch B3 together in the sequence shown in the illustration and insert individually. Using a feeler gauge, determine the play "L" at three points between the snap ring (7) and outer multiple-disc (1). B3 clutch clearance should be 1.0-1.4 mm (0.039-0.055 in.). Adjust the clearance as necessary. Adjust with snap-ring (7), if necessary. Snap-rings are available in thicknesses of 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), 4.1 mm (0.162 in.), 4.4 mm (0.173 in.), and 4.7 mm (0.185 in.). 1 - K1 CLUTCH FEED HOLE
5. Check that the K1 clutch feed hole (1) in the inner hub of clutch B1 is free before installing clutch B1. (Scheme 71) 1 - BOLTS - M6X32 4 - BOLTS - M8X35 2 - CONVERTER HOUSING 5 - HOLDING CLUTCH B1 3 - INTERMEDIATE PLATE 6 - OIL PUMP
6. Place intermediate plate (3) on converter housing (2) and align. NOTE: The intermediate plate can generally be used several times. The plate must not be coated with additional sealant
7. Install the holding clutch B1 (5) onto the converter housing and intermediate plate. see scheme 74 Installed position of clutch B1 in relation to converter housing is specified by a plain dowel pin in clutch B1 (arrow).
8. Install the bolts to hold clutch B1 (5) to the converter housing. see scheme 74
9. Securely tighten multiple-disc holding clutch B1 (5) on converter housing (2) to 10 N.m (89 in.lbs.). 1 - INNER OIL SEAL 2 - OUTER OIL SEAL
10. Install new torque converter hub seal (1) into the oil pump using Seal Installer (special tool #8902A, Installer, Seal). (Scheme 72)
11. Install new oil pump outer o-ring seal onto oil pump. (Scheme 72) 1 - DRIVING CLUTCH K1 5 - THRUST WASHER 2 - SUN GEAR OF FRONT PLANETARY GEAR SET 6 - FRONT PLANETARY GEAR SET, DRIVING CLUTCH K2, AND INPUT SHAFT 3 - DRIVING CLUTCH K3, OUTPUT SHAFT, AND CENTER AND REAR PLANETARY GEAR SETS 7 - SEALING RINGS 4 - THRUST NEEDLE BEARING
12. Install oil pump (6) and securely tighten. Tighten the oil pump bolts to 20 N.m (177 in.lbs.).
13. Using grease, insert sealing rings (7) in the groove so that the joint remains together. see scheme 76
14. Install the K1 (1) clutch onto the B1 clutch. see scheme 76
15. Install input shaft with clutch K2 (6) and front gear set (1). see scheme 76
16. Install front washer (5) and thrust needle bearing (4). see scheme 76 NOTE: Insure that the pinion gears are fully seated in the Rear Annulus (Hollow) Gear. If 50% of the pinion gear splines protrude, the Rear Annulus Gear was installed upside down in the K2 Clutch Retainer.
17. Install output shaft with center and rear gear set and clutch K3 (3). see scheme 76 1 - GAUGE BAR 6311 2 - PARK GEAR
18. Using grease, install both Teflon rings in the groove at the rear of the output shaft so that the joint stays together.
19. Mount transmission housing on converter housing.
20. Screw in Torx® socket bolts through the transmission housing into the converter housing. Tighten the bolts to 20 N.m (177 in.lbs.). NOTE: Verify that there are no nicks or other irregularities in the surface of the transmission case that will cause an inaccurate measurement.
21. Measure end-play between park pawl gear and grooved ball bearing in order to select the proper geartrain end-play shim.
22. Place Gauge Bar (special tool #6311, Gauge Bar) (1) on transmission housing. Using a depth gauge, measure from the gauge bar (1) to the parking lock gear (2). (Scheme 73) 1 - GAUGE BAR 6311 2 - OUTPUT SHAFT BEARING CONTACT SURFACE
23. Using a depth gauge, measure from the Gauge Bar (special tool #6311, Gauge Bar) (1) to the contact surface of the output shaft bearing (2) in the transmission housing. (Scheme 74)
24. Subtract the first figure from the second figure to determine the current end-play of the transmission. Select a shim or a combination of two shims such that the end-play will be 0.3-0.5 mm (0.012-0.020 in.). Shims are available in thicknesses of 0.2 mm (0.008 in.), 0.3 mm (0.012 in.), 0.4 mm (0.016 in.), and 0.5 mm (0.020 in.).
25. Install the selected end-play shim. 1 - BEARING INSTALLER 9287 2 - BEARING 3 - TRANSMISSION CASE
26. Screw in Torx® socket bolts through the converter housing into the transmission housing. Tighten the bolts to 20 N.m (177 in.lbs.).
27. Install output shaft bearing (2) in rear transmission housing. Using Bearing Installer (special tool #9287, Installer, Bearing) (1), install the output shaft bearing (2) into the transmission housing. (Scheme 75) The closed side of the plastic cage must point towards the parking lock gear. 1 - RETAINING RING 2 - OUTPUT SHAFT BEARING
28. Install the retaining ring (1). see scheme 80 Ensure that the retaining ring is seated correctly in the groove.
29. Check that there is no play between the bearing and the retaining ring using feeler gauge.
30. There must be no play between the retaining ring and the bearing. If the ring cannot be installed, a thinner ring must be used. If there is play between the ring and the bearing, a thicker ring must be installed. Retaining rings are available in thicknesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.), and 2.2 mm (0.087 in.). 1 - TOOL 8266-8 2 - TOOL 8266-18 3 - TOOL C-3339A
31. Rotate the transmission so that the bellhousing is pointed upward and ensuring that the output shaft is allowed to move freely.
32. Measure input shaft end-play. see scheme 81 NOTE: If end-play is incorrect, transmission is incorrectly assembled, or the geartrain end-play shim is incorrect. The geartrain end-play shim is selective. NOTE: If necessary, a combination of shims can be used to achieve the required end-play. Attach Adapter (special tool #8266-18, Spline Tool, NAG1) (2) to Handle (special tool #8266-8, Handle) (1). Attach dial indicator (special tool #C-3339A, Set, Dial Indicator) (3) to Handle (special tool #8266-8, Handle) (1). Install the assembled tool onto the input shaft of the transmission and tighten the retaining screw on Adapter (special tool #8266-18, Spline Tool, NAG1) to secure it to the input shaft. Position the dial indicator plunger against a flat spot on the oil pump and zero the dial indicator. Move input shaft in and out and record reading. End play should be 0.3-0.5 mm (0.012-0.020 in.). Adjust as necessary. 1 - SEAL INSTALLER 8902A 2 - TRANSMISSION CASE NOTE: The output shaft shim should be 0.3 mm (0.012 in.). If a 0.3 mm (0.012 in.) shim is not available, use a 0.2 mm (0.008 in.) 0.4 mm (0.016 in.) or 0.5 mm (.020 in.) shim.
33. Install the output shaft shim onto the output shaft.
34. Install a new transmission rear seal into the transmission case with Seal Installer (special tool #8902A, Installer, Seal) (1). (Scheme 76) 1 - PROPELLER SHAFT FLANGE 2 - STAKING TOOL 9078 3 - ALIGNMENT PIN 4 - OUTPUT SHAFT NOTCH
35. Place the transmission in PARK to prepare for the installation of the output shaft nut.
36. Inspect the seal protector on the rear of the output shaft flange. Replace the seal protector if damaged. the seal protector can be removed using a suitable pry tool and installed with a suitable tube style tool.
37. Install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut, with a 30 mm 12 point socket, to 200 N.m (147.5 ft.lbs.).
38. Place the Staking Tool (special tool #9078, Staking Tool) (2) and Driver Handle (special tool #C-4171, Driver Handle, Universal) onto the output shaft.
39. Rotate the Staking Tool (special tool #9078, Staking Tool) (2) until the alignment pin (3) engages the output shaft notch (4). (Scheme 77) 1 - STAKING TOOL 9078 2 - PROPELLER FLANGE 3 - STAKING PIN
40. Press downward on the staking tool (1) until the staking pin (3) contacts the output shaft nut flange (2). (Scheme 78)
41. Strike the Driver handle (special tool #C-4171, Driver Handle, Universal) with a suitable hammer until the output shaft nut is securely staked to the output shaft. 1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - ADAPTER PLUG
42. Install electrohydraulic unit (2). Tighten the bolts to 8 N.m (71 in.lbs.).
43. Install oil filter (4). see scheme 85
44. Install oil pan (5). see scheme 85 Tighten the bolts to 8 N.m (71 in.lbs.).
45. Install the adapter plug (10). see scheme 85 Tighten the bolt (9) to 2.5 N.m (22 in. lbs.). 1 - TORQUE CONVERTER 2 - CONVERTER HOUSING
46. Install the torque converter. see scheme 86

Scheme 79

Scheme 80

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. 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. Place torque converter in position on transmission. CAUTION: Do not damage oil pump seal or converter hub while inserting torque converter into the front of the transmission.
5. Align torque converter to oil pump seal opening.
6. Insert torque converter (1) hub into oil pump.
7. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears.
8. Check converter seating with a scale and straightedge. Surface of converter lugs should be at least 19 mm (3/4 in.) to rear of straightedge when converter is fully seated.
9. If necessary, temporarily secure converter with C-clamp attached to the converter housing.
10. 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.
11. Apply a light coating of Mopar® High Temp Grease to the torque converter hub pocket in the rear pocket of the engine's crankshaft.
12. Raise transmission and align the torque converter with the drive plate and the transmission converter housing with the engine block.
13. Move transmission forward. Then raise, lower, or tilt transmission to align the converter housing with the engine block dowels.
14. Carefully work transmission (2) 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.
15. Install two bolts (1) to attach the transmission to the engine.
16. Install remaining torque converter housing to engine bolts. Tighten to 39 N.m (29 ft.lbs.).
17. Install rear transmission crossmember. Tighten crossmember to frame bolts to 68 N.m (50 ft.lbs.).
18. Install rear support to transmission. Tighten bolts to 47 N.m (35 ft.lbs.).
19. Lower transmission onto crossmember and install bolts attaching transmission mount to crossmember. Tighten clevis bracket to crossmember bolts to 47 N.m (39 ft.lbs.). Tighten the clevis bracket to rear support bolt to 68 N.m (50 ft.lbs.).
20. Install the lower bolts (1) holding the transmission and engine. Tighten to 39 N.m (29 ft.lbs.).
21. Remove engine support fixture.
22. Connect gearshift cable (3) to the gearshift cable bracket (4) and transmission (1).
23. Check O-ring on plug connector (1), and replace if necessary.
24. Install the plug connector (1) into the adapter plug (2). Turn bayonet lock of the adapter plug (2) clockwise to connect plug connector (1). 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.
25. For gas engines, install all torque converter-to-driveplate bolts (1) by hand.
26. Verify that the torque converter is pulled flush to the driveplate. Tighten bolts to 42 N.m (31 ft. lbs.). 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.
27. For diesel engines, install all torque converter-to-driveplate bolts (1) by hand.
28. Verify that the torque converter is pulled flush to the driveplate. Tighten bolts to 42 N.m (31 ft. lbs.).
29. Install starter motor. Refer to «STARTER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/starter/#starting-service-information) .
30. Install transmission fill tube (2).
31. Connect cooler lines (1) to transmission.
32. Install exhaust components.
33. Install transfer case. If necessary, refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__removal) or «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__removal) .
34. Align and connect propeller shafts. 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) .
35. Adjust gearshift cable if necessary. Refer to «CABLE, SHIFT, ADJUSTMENTS»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information__adjustments) .
36. Lower vehicle.
37. Connect negative battery cable.
38. Fill transmission with the appropriate fluid. Refer to «FLUID AND FILTER, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information) .
39. Verify proper operation.

SPECIAL TOOLS

10007 - Plate, Air Pressure Test (Originally Shipped In Kit Number(s) 10007.) 6311 - Gauge Bar (Originally Shipped In Kit Number(s) 6692, 9202, 9202A-CAN, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN.) 8266-18 - Spline Tool, NAG1 (Originally Shipped In Kit Number(s) 9202, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN, 9329, 9516, 9516-CAN, 9518, 9540, 9785.) 8266-8 - Handle (Originally Shipped In Kit Number(s) 9202A-CAN, 9202CC, 9299CC, 9299CC, 9300A-CAN.) 8900A - Multi Use Spring Compressor (Originally Shipped In Kit Number(s) 9202, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN, 9329-SUP, 9516-SUP, 9518-SUP, 9540-SUP, 9785-SUP.) 8901A - Pressing Tool (Originally Shipped In Kit Number(s) 8901A.) 8902A - Installer, Seal (Originally Shipped In Kit Number(s) 9202, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN, 9329, 9516, 9516-CAN, 9518, 9540, 9785.) 9078 - Staking Tool (Originally Shipped In Kit Number(s) 9202, 9202CC, 9299, 9300, 9300A-CAN, 9300-CAN, 9300-CAN, 9329, 9516, 9516-CAN, 9518, 9540, 9785.) 9082A - Remover, Bearing (Originally Shipped In Kit Number(s) 9202, 9299, 9329, 9516, 9518, 9540, 9785.) 9287 - Installer, Bearing (Originally Shipped In Kit Number(s) 9202, 9202CC, 9299, 9329, 9516, 9516-CAN, 9518, 9540, 9785.) 9336A - Dipstick (Originally Shipped In Kit Number(s) 9336A, 9541.) 9902 - Installer, Seal (Originally Shipped In Kit Number(s) 9901.) C-3339A - Set, Dial Indicator (Originally Shipped In Kit Number(s) 9202.) C-4171 - Driver Handle, Universal (Originally Shipped In Kit Number(s) 9202, 9202A-CAN, 9202CC, 9299, 9299CC, 9299CC, 9300A-CAN.)

Scheme 81

Scheme 82

Scheme 83

Scheme 84

Scheme 85

Scheme 86

1. Raise and support vehicle.
2. For 2WD transmissions: Remove the propeller shaft. Refer to «SHAFT, DRIVE, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft). Remove the nut, with a 30 mm 12 point socket, holding the propeller shaft flange to the output shaft and remove the flange.
3. For 4WD transmissions: Remove the transfer case. Refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__removal) or «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__removal). Remove the bolts holding the transfer case adapter housing onto the transmission case. Remove the transfer case adapter housing from the transmission case. Remove the bolt holding the output shaft extension to the output shaft. Remove the output shaft extension from the output shaft. 1 - RETAINING RING 2 - OUTPUT SHAFT BEARING
4. Remove the transmission rear oil seal with a suitable slide hammer and screw.
5. Remove the transmission output shaft washer. Be sure to tag the washer since it is very similar to the geartrain end-play shim and they must not be interchanged.
6. Remove the transmission rear output shaft bearing retaining ring (1). (Scheme 81) 1 - BEARING REMOVER 9082A 2 - TRANSMISSION CASE 3 - OUTPUT SHAFT BEARING
7. Position Bearing Remover (special tool #9082A, Remover, Bearing) (1) over the inner race of the output shaft bearing (3). (Scheme 82) 1 - BEARING REMOVER 9082A 2 - TRANSMISSION CASE 3 - COLLAR 4 - FINGERS NOTE: Due to production variations in the bearing, it may not be possible to slide the collar fully downward. It is only necessary to slide the collar down far enough that the fingers securely grasp the inner bearing race.
8. Slide the collar (3) on the Bearing Remover (special tool #9082A, Remover, Bearing) (1) downward over the fingers of the tool. (Scheme 83) 1 - BEARING REMOVER 9082A 2 - TRANSMISSION CASE 3 - OUTPUT SHAFT BEARING
9. Remove the output shaft bearing (3). (Scheme 84)

INSTALLATION

Note. The output shaft shim should be 0.3 mm (0.012 in.). If a 0.3 mm (0.012 in.) shim is not available, use a 0.2 mm (0.008 in.) 0.4 mm (0.016 in.) or 0.5 mm (.020 in.) shim.

Note. The closed side of the bearing must be installed toward the parking lock gear. If the bearing is installed in the other direction, the transmission gearcase will need to be removed in order to remove the bearing.

Scheme 87

1. Using Bearing Installer (special tool #9287, Installer, Bearing) (1), install the output shaft bearing (2) into the transmission housing (3). (Scheme 85) The closed side of the plastic cage must point towards the parking lock gear. 1 - RETAINING RING 2 - OUTPUT SHAFT BEARING
2. Install the retaining ring (1). (Scheme 86) Ensure that the retaining ring is seated correctly in the groove.
3. Check that there is no play between the bearing and the retaining ring using feeler gauge.
4. There must be no play between the retaining ring and the bearing. If the ring cannot be installed, a thinner ring must be used. If there is play between the ring and the bearing, a thicker ring must be installed. Retaining rings are available in thicknesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.), and 2.2 mm (0.087 in.). 1 - SEAL INSTALLER 8902A 2 - TRANSMISSION CASE
5. Install the output shaft washer onto the output shaft.
6. Install a new transmission rear seal into the transmission case with Seal Installer (special tool #8902A, Installer, Seal) (1). see scheme 102
7. For 4WD transmissions: Install the output shaft extension onto the output shaft. Install the nut to hold the output shaft extension to the output shaft. Torque the bolt to 200 N.m (148 ft.lbs.). Install the transfer case adapter housing onto the transmission case. Install the bolts to hold the transfer case adapter housing onto the transmission case. Torque the bolt to 20 N.m (177 in.lbs.). Install the transfer case. Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__installation) or «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__installation).
8. For 2WD transmissions, install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut, with a 30 mm 12 point socket, to 200 N.m (148 ft.lbs.). 1 - PROPELLER SHAFT FLANGE 2 - STAKING TOOL 9078 3 - ALIGNMENT PIN 4 - OUTPUT SHAFT NOTCH NOTE: The Staking Tool - (special tool #9078, Staking Tool) has two possible locations for the beveled staking pin. The pin must be installed in the hole labeled "Transmission" for this operation. This hole is located directly across from the spring loaded alignment pin.
9. Place the Staking Tool (special tool #9078, Staking Tool) and Driver Handle (special tool #C-4171, Driver Handle, Universal) onto the output shaft.
10. Rotate the Staking Tool (special tool #9078, Staking Tool) (2) until the alignment pin (3) engages the output shaft notch (4). see scheme 103 1 - STAKING TOOL 9078 2 - PROPELLER FLANGE 3 - STAKING PIN
11. Press downward on the staking tool until the staking pin contacts the output shaft nut flange. see scheme 104
12. Strike the Driver handle (special tool #C-4171, Driver Handle, Universal) with a suitable hammer until the output shaft nut is securely staked to the output shaft.
13. For 2WD transmissions, install the propeller shaft. Refer to «SHAFT, DRIVE, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft).

DIAGNOSIS AND TESTING - 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 88

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) .

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 89

Scheme 90

1. Remove the teflon rings (1) from the B1 plate carrier hub (2). see scheme 112 1 - HOLDING CLUTCH B1 OUTER CARRIER 5 - DISC SPRING 2 - PISTON 6 - MULTIPLE DISC PACK 3 - DISC SPRING 7 - SNAP-RING 4 - SNAP-RING 8 - MULTI-USE SPRING COMPRESSOR 8900
2. Remove snap-ring (7). see scheme 113
3. Remove multiple-disc pack (6) and disc spring (5) from outer multiple-disc carrier. Note which clutch disc is removed just prior to the disc spring (5) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring.
4. Place the Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (8) on disc spring (3) and compress the spring until the snap-ring (4) is exposed. see scheme 113
5. Remove snap-ring (4).
6. Remove piston (2) from the outer multiple-disc carrier by carefully blowing compressed air into the bore (A).

Note. Check vulcanized gasket, replace if necessary.

Scheme 91

Scheme 92

Scheme 93

Scheme 94

1. Install piston (2) in outer multiple-disc carrier (1). see scheme 114
2. Place compressor (8) on disc spring (3) and compress until the groove of the snap-ring is exposed. NOTE: The collar of the snap-ring must point towards the multiple-disc pack. After installing, check snap-ring for correct seat.
3. Insert snap-ring (4). see scheme 114 1 - B1 MULTIPLE-DISC CARRIER 2 - DISC SPRING
4. Insert disc spring (2) in the outer multiple-disc carrier. see scheme 115 Observe the disc spring (2) installation position. The lugs of the disc spring (2) washer must align with the 3 raised pads (arrow) of the B1 multiple-disc carrier (1). The cone of the spring washer must point downwards. 1 - PRESSING TOOL 8901A 2 - B1 CLUTCH OUTER CARRIER
5. Insert the multiple-disc pack (6) in the outer multiple-disc carrier and measure the clutch clearance. NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disc spring (5) to its original location. CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first, followed by a friction disc, and continuing on until all the required discs are installed. When working with single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc, and continuing on until all the required discs are installed. All single sided discs are installed with the friction side up. NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing.
6. Measure B1 clutch clearance by mounting Pressing Tool (special tool #8901A, Pressing Tool) (1) on outer multiple disc. see scheme 116
7. Using a lever press, compress pressing tool to the upper most line marked 1200 N (the marking ring is still visible, see small arrow). 1 - DISC SPRING 2 - OUTER MULTIPLE DISC - 1.8 mm (0.071 IN.) 3 - OUTER MULTIPLE DISC - 2.8 mm (0.110 IN.) 4 - OUTER MULTIPLE DISC - 4.0 mm (0.158 IN.) 5 - B1 OUTER CARRIER 6 - SNAP-RING 7 - INNER MULTIPLE DISCS 8 - PISTON
8. For transmissions using double sided friction discs, use a feeler gauge to determine the play "L" at three points between the snap-ring (6) and outer multiple-disc (4). see scheme 117 During the measurement, the snap-ring (6) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (5). The correct clearance for transmissions using double sided friction discs is 2.3-2.7 mm (0.091-0.106 in.) for two friction disc versions, 2.7-3.1 mm (0.106-0.122 in.) for three disc versions, and 3.0-3.4 mm (0.118-0.134 in.) for four disc versions.
9. Adjust with snap-ring (6), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.). 1 - DISC SPRING 2 - OUTER MULTIPLE DISC 3 - OUTER MULTIPLE DISC - 4.0 mm (0.158 IN.) 4 - B1 OUTER CARRIER 5 - SNAP-RING 6 - INNER MULTIPLE DISCS 7 - PISTON
10. For transmissions using single sided friction discs, use a feeler gauge to determine the play "L" at three points between the snap-ring (5) and outer multiple-disc (3). (Scheme 89) During the measurement, the snap-ring (5) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (4). The correct clearance is 2.2-2.6 mm (0.087-0.102 in.) for four friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for six disc versions, and 2.6-3.0 mm (0.102-0.118 in.) for eight disc versions.
11. Adjust with snap-ring (5), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.). 1 - TEFLON RINGS 2 - PLATE CARRIER HUB
12. Install the teflon rings (1) onto the B1 plate carrier hub (2). (Scheme 90)
13. Coat Teflon rings (1) lightly with grease and insert in the groove so that the joint remains together.

Scheme 95

Scheme 96

1. Remove snap ring (1). see scheme 120
2. Take multiple-disc pack B2 (2) and disc spring (3) out of the outer multiple-disc carrier B2 (8). The outer multiple-disc carrier for the multi-disc holding clutch B2 is the piston for the multiple-disc holding clutch B3 at the same time. Note which clutch disc is removed just prior to the disc spring (3) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring.
3. Place the Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) on the spring disc (14) and compress the spring until the groove for the snap-ring is exposed.
4. Remove snap-ring (16). see scheme 120
5. Remove spring plate (15) and disc spring (14). A - B3 PISTON B - B2 PISTON GUIDE RING SIDE C - K3 CLUTCH FEED D - B2 PISTON SHIFT SIDE
6. Separate piston guide ring (13) and the B2 piston (10) from the B3 piston (8) by blowing compressed air into the bore ( D ). (Scheme 91)
7. Press piston guide ring (13) out of the B2 piston (10).
8. Separate piston guide (4) from the B3 piston (8) by blowing compressed air into the bore ( A ). (Scheme 91)

Scheme 97

Scheme 98

Scheme 99

Scheme 100

1. Check all sealing rings (2-4, 6), replace if necessary. (Scheme 92) The rounded off edges on the sealing rings (2, 4, 6) must point outwards. 1 - SNAP-RING 9 - B2 PISTON SEALING RING 2 - MULTIPLE DISC PACK 10 - B2 PISTON 3 - DISC SPRING 11 - PISTON GUIDE SEALING RING 4 - B2 AND B3 PISTON GUIDE 12 - PISTON GUIDE SEALING RING 5 - O-RING 13 - PISTON GUIDE RING 6 - B3 PISTON SEALING RING 14 - PISTON BACK PRESSURE DISC SPRING 7 - B3 PISTON SEALING RING 15 - SPRING PLATE 8 - B3 PISTON/B2 OUTER DISC CARRIER 16 - SNAP-RING
2. Assemble piston guide (4) and B3 piston (8) in the correct position. (Scheme 93) Verify that the missing tooth in the B3 piston/B2 outer disc carrier (8) is aligned with the centerline of the two threaded holes in the B2 and B3 piston guide (4).
3. Insert B2 piston (10) in B3 piston (8). (Scheme 93) 1 - VALVE 2 - PISTON GUIDE RING 3 - B2 PISTON
4. Insert piston guide ring (2). (Scheme 94) The valve (1) in the piston guide ring must be on top.
5. Insert disc spring (14) and spring plate (15). (Scheme 93) Insert disc spring with the curvature towards the spring plate
6. Place Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) on the disc spring (14) and compress the spring until the groove for the snap-ring is exposed.
7. Insert snap-ring (16). NOTE: Pay attention to sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disc spring (3) to its original location. Place new friction multiple-discs in ATF fluid for one hour before installing.
8. Insert disc spring (3) and multiple-disc pack (2) in the B2 outer multiple-disc carrier.
9. Insert snap-ring (1). 1 - PRESSING TOOL 8901A 2 - B3 PISTON / B2 OUTER DISC CARRIER NOTE: During the measurement the snap-ring must contact the upper bearing surface of the groove in the outer multiple-disc carrier.
10. Measure the B2 clutch pack clearance by mounting the Pressing Tool 8901A (1) on outer multiple disc. see scheme 125
11. Using a lever press, compress pressing tool to the upper most line marked 1200 N (the marking ring is still visible, see small arrow). 1 - B2 OUTER DISC CARRIER 2 - FRICTION DISCS 3 - DISC SPRING 4 - B2 PISTON 5 - OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.) 6 - OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.) 7 - OUTER MULTIPLE DISC - 6.5 MM (0.256 IN.) 8 - SNAP-RING
12. Using a feeler gauge, determine the play "L" at three points between the snap-ring (8) and outer multiple-disc (7). (Scheme 95)
13. The correct clutch clearance is 1.9-2.3 mm (0.075-0.091 in.) for the four friction disc versions and 2.0-2.4 mm (0.079-0.095 in.) for the five disc versions.
14. Adjust with snap-ring (8), if necessary. Snap-rings are available in thicknesses of 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.).

Scheme 101

Freewheeling clutches are installed in the front planetary gear set between the sun gear and the stator shaft, and in the rear planetary gear set between the sun gear and the intermediate shaft. (Scheme 96)

The freewheel consists of an outer race (4), an inner race (7), a number of locking elements (3) and a cage (6) for these locking elements.

The freewheeling clutch optimizes individual gearshifts. (Scheme 97) They lock individual elements of a planetary gear set together or against the transmission housing in one direction of rotation to allow the torque to be transmitted.

If the inner race (7) of the freewheeling clutch is locked and the outer race (4) turns counter-clockwise (1), the locking elements (3) adopt a diagonal position on account of their special contours, allowing the freewheel function. The inner race (4) slides under the locking elements (3) with minimal friction. If the rotation of the outer race (4) changes to clockwise (2), the locking elements (3) stand up and lock the outer and inner races (4, 7) together.

Scheme 102

Scheme 103

1. Remove retaining ring (5) from hollow shaft (1). see scheme 129
2. Remove rear sun gear (4) with the K3 internally toothed disk carrier and rear freewheeling clutch F2 (3).
3. Remove snap-ring (2) for freewheel. see scheme 129
4. Press freewheeling clutch (3) out of sun gear.
5. Check O-rings (6), replace if necessary. 1 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR 2 - ANTI-FRICTION BEARING 3 - FREEWHEELING CLUTCH F2
6. Check the anti-friction bearing (2) in the rear planetary sun gear for damage. (Scheme 98) Replace as necessary.

Note. On freewheeling F2 clutches (3) with metal cages, the side of the freewheeling clutch with the markings (part number, etc.) must be up when the clutch is installed in the sun gear (4). Markings will be visible when the clutch is installed before installing the snap-ring.

Note. On freewheeling F2 clutches (3) with plastic cages, the directional arrow on the side of the freewheeling clutch indicates the direction of installation into the sun gear (4). The brass top of the cage will be toward the snap-ring.

1. Press freewheeling clutch F2 (3) into sun gear (4).
2. Install snap-ring (2) for freewheeling clutch.
3. Check O-rings (6) on hollow shaft, replace if necessary.
4. Install rear sun gear (4) with K3 internally toothed disc carrier and rear freewheeling clutch (3) onto the hollow shaft.
5. Verify proper operation of the freewheeling clutch F2. When the assembly is held with the F2 clutch snap-ring upward, it should be possible to rotate the hollow shaft counter-clockwise.
6. Install retaining ring (5) onto hollow shaft (1).

Scheme 104

Three multi-plate input clutches (1, 2, 5), the front, middle and rear multi-plate clutches K1 (1), K2 (2), and K3 (5), are located in the planetary gear sets in the transmission housing. (Scheme 100)

A multi-plate input clutch consists of a number of internally toothed discs (4) on an internally toothed disc carrier and externally toothed discs (3) on an externally toothed disc carrier.

The input clutches produce a non-positive locking connection between two elements of a planetary gear set or between one element from each of two planetary gear sets in order to transmit the drive torque. (Scheme 101)

If the piston (20) on multi-plate clutch K1 (1) is subjected to oil pressure, it presses the internal and external discs of the disc set together. The sun gear (17) is locked with the planetary carrier (15) via the externally toothed disc carrier (19) and the internally toothed disc carrier (18). The front planetary gear set is thus locked and turns as a closed unit.

If the multi-plate clutch K2 (2) is actuated via the piston (14), the piston compresses the disc set. The annulus gear (16) of the front planetary gear set is locked with the annulus gear (11) of the center planetary gear set via the externally toothed disc carrier (13) and the center planetary carrier (10) on which the internally toothed discs are seated. Annulus gear (16) and annulus gear (11) turn at the same speed as the input shaft (21)

If the multi-plate clutch K3 (5) is actuated via the piston (7), the piston compresses the disc set. The sun gear (12) of the center planetary gear set is locked with the sun gear (9) of the rear planetary gear set via the externally toothed disc carrier (6) and the internally toothed disc carrier (8). Sun gear (12) and sun gear (9) turn at the same speed.

Scheme 105

Scheme 106

1. Remove snap-ring (11) from outer multiple-disc carrier (1). see scheme 134
2. Take multiple-disc pack (12) out of outer multiple-disc carrier (1). Note which clutch disc is removed just prior to the spring plate (8) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the spring plate. 1 - SNAP-RING 2 - MULTI-USE SPRING COMPRESSOR 8900
3. Place Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (2) on the spring plate and compress the spring until the snap-ring (1) is exposed. (Scheme 102)
4. Remove snap-ring (1).
5. Take out disc spring (7) and remove piston (6) by carefully blowing compressed air into the drilled oil feed passage.
6. Remove snap-ring (3) and take out front freewheeling clutch F1 (2). Take care when removing the F1 clutch to prevent the clutch sprags from falling out. If this occurs, the clutch must be replaced.

Scheme 107

Scheme 108

Scheme 109

1. Install piston (6) in the outer multiple-disc carrier (1). (Scheme 103) Check sealing rings (4 and 5), replace if necessary. The rounded off edges of the sealing rings must point outwards.
2. Insert disc spring (7). (Scheme 103) Insert disc spring with the curvature towards the piston.
3. Insert spring plate (8). Insert spring plate with the curvature towards the sun gear. Check sealing ring (9), replace if necessary. 1 - SNAP-RING 2 - SPRING COMPRESSOR 8900
4. Place Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (2) on spring plate and compress the spring until the groove of the snap-ring (1) is exposed. see scheme 137
5. Insert snap-ring (1). (Scheme 103) After installing, check snap-ring for correct seat. 1 - PRESSING TOOL 8901A 2 - K1 OUTER DISC CARRIER CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first, followed by a friction disc, and continuing on until all the required discs are installed. When working with single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc, and continuing on until all the required discs are installed. All single sided discs are installed with the friction side up. NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the spring plate (8) to its original location. NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing.
6. Insert multiple-disc pack (12) in the outer multiple-disc carrier.
7. Insert snap-ring (11).
8. Measure the K1 clutch pack clearance by mounting Pressing Tool (special tool #8901A, Pressing Tool) (1) on outer multiple disc. (Scheme 104)
9. Using a lever press, compress pressing tool to the upper most line marked 1200 N (the marking ring is still visible, see small arrow). 1 - OUTER MULTIPLE DISC - 1.8MM (0.071 IN.) 2 - OUTER MULTIPLE DISC - 2.8MM (0.110 IN.) 3 - OUTER MULTIPLE DISC - 4.0MM (0.158 IN.) 4 - K1 OUTER DISC CARRIER 5 - SNAP-RING 6 - FRICTION DISCS 7 - DISC SPRING 8 - PISTON
10. For transmissions using double sided friction discs, use a feeler gauge to determine the play "L" at three points between the snap-ring (5) and outer multiple-disc (3). see scheme 139
11. During the measurement the snap-ring (5) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (4).
12. The correct clutch clearance for transmissions with double sided friction discs is 2.7-3.1 mm (0.106-0.122 in.) for three friction disc versions, 3.0-3.4 mm (0.118-0.134 in.) for four disc versions, 3.3-3.7 mm (0.130-0.146 in.) for five disc versions, and 3.6-4.0 mm (0.142-0.158 in.) for six disc versions.
13. Adjust with snap-ring (5), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.).
14. Insert front freewheeling clutch F1 (2) and fit snap-ring (3). The freewheeling clutch F1 (2) must be installed in the direction of the arrow. 1 - OUTER MULTIPLE DISCS 2 - OUTER MULTIPLE DISC - 4.0MM (0.158 IN.) 3 - K1 OUTER DISC CARRIER 4 - SNAP-RING 5 - INNER MULTIPLE DISCS 6 - DISC SPRING 7 - PISTON
15. For transmissions using single sided friction discs, use a feeler gauge to determine the play "L" at three points between the snap-ring (4) and outer multiple-disc (2). (Scheme 105)
16. During the measurement the snap-ring (4) must contact the upper bearing surface of the groove in the outer multiple-disc carrier (3).
17. The correct clutch clearance for transmissions with single sided friction discs is 2.4-2.8 mm (0.095-0.110 in.) for six friction disc versions, 2.6-3.0 mm (0.102-0.118 in.) for eight disc versions, 2.8-3.2 mm (0.110-0.126 in.) for ten disc versions, and 2.9-3.3 mm (0.114-0.130 in.) for twelve disc versions.
18. Adjust with snap-ring (4), if necessary. Snap-rings are available in thicknesses of 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 in.).
19. Insert front freewheeling clutch F1 (2) and fit snap-ring (3). The freewheeling clutch F1 (2) must be installed in the direction of the arrow.

Scheme 110

Scheme 111

1. Remove snap-ring (19) from the K1 inner multiple-disc carrier with integrated front gear set (2) and take off hollow gear (18).
2. Remove input shaft with clutch K2 (5). (Scheme 106)
3. Remove needle thrust bearing (3).
4. Remove snap-ring (17) from K2 outer multiple-disc carrier. (Scheme 106)
5. Take out multiple-disc pack (16). Note which clutch disc is removed just prior to the disc spring (14) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring.
6. Take out disc spring (14). (Scheme 106) 1 - MULTI-USE SPRING COMPRESSOR 8900 2 - SNAP-RING
7. Fit Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (1) onto spring retainer (12) and press until snap-ring (2) is released. see scheme 142
8. Remove snap-ring (2). (Scheme 106)
9. Take out disc spring (10) and pull piston (9) out of outer multiple-disc carrier.

Scheme 112

Scheme 113

Scheme 114

1. Install piston (9) in outer multiple-disc carrier. see scheme 143 Inspect seals (6 and 7), replace if necessary. The rounded edges of the inner piston seal (7) must point to the outside.
2. Insert disk spring (10) and spring retainer (12). Insert disk spring (10) with curved side pointing toward spring retainer (12). Inspect seal (11), replace if necessary. see scheme 143 1 - MULTI-USE SPRING COMPRESSOR 8900 2 - SNAP-RING
3. Place Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (1) on spring plate and press until the groove (2) of the snap-ring is exposed. (Scheme 107)
4. Insert snap-ring.
5. Insert disk spring (14). NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disc spring (14) to its original location.
6. Insert multiple-disk set (16) into outer multiple-disk carrier.
7. Fit snap-ring (17). 1 - PRESSING TOOL 8901A 2 - K1 INNER DISC CARRIER
8. Measure K2 clutch clearance by mounting Pressing Tool 8901A (1) on outer multiple disc. (Scheme 108)
9. Using a lever press, compress pressing tool to the upper most line marked 1200 N (the marking ring is still visible, see small arrow). 1 - DISC SPRING 2 - OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.) 3 - OUTER MULTIPLE DISC - 3.5 MM (0.138 IN.) 4 - OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.) 5 - K2 OUTER DISC CARRIER 6 - SNAP-RING 7 - FRICTION DISCS 8 - PISTON
10. Using a feeler gauge, determine the play "L" at three points between the snap-ring (6) and outer multiple-disc (4). (Scheme 109)
11. During the measurement the snap-ring (6) must contact the upper bearing surface of the groove in the outer multiple-disc carrier.
12. The correct clutch clearance is 2.3-2.7 mm (0.091-0.106 in.) for three friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for four disc versions, 2.5-2.9 mm (0.099-0.114 in.) for five disc versions, and 2.7-3.1 mm (0.106-0.122 in.) for six disc versions.
13. Adjust with snap-ring (6), if necessary. Snap-rings are available in thicknesses of 2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), and 3.8 mm (0.150 in.). 1 - NEEDLE ROLLER BEARING 11 - SPRING RETAINER SEALING - O-RING 2 - K1 INNER DISC CARRIER WITH INTEGRATED FRONT GEAR SET 12 - SPRING RETAINER 3 - THRUST BEARING 13 - SNAP-RING 4 - TORLON SEAL RINGS 14 - DISC SPRING 5 - INPUT SHAFT AND K2 CLUTCH 15 - EXTERNALLY TOOTHED PLATE - 1.8 MM (0.071 IN.) 6 - PISTON OUTER SEAL RING - O-RING 16 - MULTIPLE DISC PACK 7 - PISTON INNER SEAL RING 17 - SNAP-RING 8 - THRUST WASHER 18 - HOLLOW GEAR 9 - PISTON 19 - SNAP-RING 10 - DISC SPRING
14. Insert axial needle bearing (3) into K1 inner multiple-disk carrier. (Scheme 110) Insert axial needle bearing (3) with a little grease to prevent it slipping.
15. Install input shaft in K1 inner multiple-disc carrier with integrated front gear set (2). 1 - Item_1 2 - Item _2 NOTE: Insure that the Hollow Gear (18) is oriented during installation such it protrudes from the K2 Retainer.
16. Fit internally-geared wheel (18) and install snap-ring.

Scheme 115

1. Remove snap-ring (1) from outer multiple-disc carrier. see scheme 149
2. Remove multiple-disc pack (2) and disk spring (3) from outer multiple-disc carrier. Note which clutch disc is removed just prior to the disc spring (3) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the spring plate.
3. Place Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (9) on the spring plate (5) and compress the spring until the snap-ring (4) is exposed. see scheme 149
4. Remove snap-ring (4).
5. Remove spring plate (5) and piston (6) from outer multiple-disc carrier.

Scheme 116

Scheme 117

Scheme 118

1. Install piston (6) in the outer multiple-disc carrier (8). see scheme 150 Check sealing ring (7), replace if necessary. The rounded off edges of the sealing ring must point outwards.
2. Insert the spring plate (5). Insert the spring plate with the curvature towards the piston.
3. Mount the Multi-use Spring Compressor (special tool #8900A, Multi Use Spring Compressor) (9) on the spring plate and clamp until the snap-ring groove is exposed.
4. Insert snap-ring (4). The collar of the snap-ring must point towards the multiple-disc pack. CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first, followed by a friction disc, and continuing on until all the required discs are installed. When working with single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc, and continuing on until all the required discs are installed. All single sided discs are installed with the friction side up. NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the disc identified on disassembly as belonging on top of the disk spring (3) to its original location. NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing.
5. Install disk spring (3) and multiple-disc pack (2) in outer multiple-disc carrier (8).
6. Insert snap-ring (1). 1 - PRESSING TOOL 8901A 2 - OUTER DISC CARRIER
7. Measure the K3 clutch clearance by mounting Pressing Tool 8901A (1) on outer multiple disc. (Scheme 112)
8. Using a lever press, compress pressing tool to the upper most line marked 1200 N (the marking ring is still visible, see small arrow). 1 - OUTER DISC CARRIER 2 - OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.) 3 - OUTER MULTIPLE DISC - 2.8 MM (0.110 IN.) 4 - OUTER MULTIPLE DISC - 1.8 MM (0.079 IN.) 5 - DISC SPRING 6 - PISTON 7 - FRICTION DISCS - 2.1 MM (0.083 IN.) 8 - SNAP-RING
9. For transmissions using double sided friction discs, use a feeler gauge to determine the play "L" at three points between the snap-ring (8) and outer multiple-disc (2). (Scheme 113)
10. During the measurement the snap-ring (8) must contact the upper bearing surface of the groove in the outer multiple-disc carrier.
11. The correct clutch clearance for transmissions with double sided friction discs is 2.3-2.7 mm (0.091-0.106 in.) for three friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for four disc versions, and 2.5-2.9 mm (0.099-0.114 in.) for five disc versions.
12. Adjust with snap-ring (8), if necessary. Snap-rings are available in thicknesses of 2.0 mm (0.079 in.), 2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138 in.). 1 - OUTER DISC CARRIER 2 - OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.) 3 - OUTER MULTIPLE DISCS 4 - DISC SPRING 5 - PISTON 6 - INNER MULTIPLE DISCS 7 - SNAP-RING
13. For transmissions using single sided friction discs, use a feeler gauge to determine the play "L" at three points between the snap-ring (7) and outer multiple-disc (2). see scheme 153
14. During the measurement the snap-ring (7) must contact the upper bearing surface of the groove in the outer multiple-disc carrier.
15. The correct clutch clearance for transmissions with single sided friction discs is 2.3-2.7 mm (0.091-0.106 in.) for six friction disc versions, 2.4-2.8 mm (0.095-0.110 in.) for eight disc versions, and 2.5-2.9 mm (0.099-0.114 in.) for ten disc versions.
16. Adjust with snap-ring (7), if necessary. Snap-rings are available in thicknesses of 2.0 mm (0.079 in.), 2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138 in.).

Scheme 119

The park/neutral contact (4) is located in the shell of the electric control unit and is fixed to the conductor tracks. (Scheme 114)

Its purpose is to recognize selector valve and selector lever positions "P" and "N". The park/neutral contact consists of

1. the plunger (2).
2. the permanent magnet (3).
3. the dry-reed contact (4).

Scheme 120

The transmission oil temperature sensor (1) is located in the shell of the electric valve control unit and is fixed to the conductor tracks. (Scheme 115)

Its purpose is to measure the temperature of the transmission oil and pass the temperature to the TCM as an input signal. It is a temperature-dependent resistor (PTC).

PARK/NEUTRAL CONTACT

In selector lever positions "P" and "N" the park/neutral contact (4) is actuated by a cam track which is located on the detent plate. see scheme 156 The permanent magnet (3) is moved away from the dry-reed contact (4). The dry-reed contact (4) is opened. The TCM receives an electric signal. The circuit to the starter in the selector lever positions "P" and "N" is closed.

TRANSMISSION TEMPERATURE SENSOR

The temperature of the transmission oil has a considerable effect on the shifting time and therefore the shift quality. By measuring the oil temperature, shift operations can be optimized in all temperature ranges. The transmission oil temperature sensor (1) is switched in series with the park/neutral contact. (Scheme 116) The temperature signal is transferred to the TCM only when the dry-reed contact of the park/neutral contact is closed in REVERSE or a forward gear position.

Scheme 121

For the Transmission Temperature Sensor Specifications table for the relationship between transmission temperature, sensor voltage, and sensor resistance. (Scheme 117)

Scheme 122

The oil level control is located on the electrohydraulic unit (4) and consists of the float (5) which is integrated into the electrohydraulic unit. (Scheme 118) The float is positioned to plug the opening (6) between the oil gallery (2) and gearset chamber (1) so that the rotating gearsets do not splash about in oil as the oil level rises. The oil level control reduces power loss and prevents oil from being thrown out of the transmission housing at high oil temperatures.

With low oil levels, the lubricating oil which flows constantly out of the gearset, flows back to oil gallery (2) though the opening (6). If the oil level rises, the oil presses the float (5) against the housing opening (6). (Scheme 119) The float (5) therefore separates the oil gallery (2) from the gearset chamber (1). The lubricating oil which continues to flow out of the gearsets is thrown against the housing wall, incorporated by the rotating parts and flows back into the oil gallery (2) through the upper opening (arrow).

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.

Scheme 123

Scheme 124

1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap. WARNING: Risk of accident from vehicle starting off by itself when engine running. Risk of injury from contusions and burns if you insert your hands into the engine when it is started or when it is running. Secure vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not touch hot or rotating parts.
3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position "P".
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling
5. Warm up the transmission, wait at least two minutes and check the oil level with the engine running. Push Oil Dipstick (special tool #9336A, Dipstick) into the transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil level, repeat if necessary. NOTE: The dipstick protrudes from the fill tube when installed.
6. Check the transmission oil temperature using the appropriate scan tool. NOTE: The true transmission oil temperature can only be read by a scan tool in Reverse or any forward gear position.
7. With the transmission in "P", determine the height of the oil level on the dipstick and using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the transmission oil level is correct.
8. Add or remove oil as necessary and recheck the oil level.
9. Once the oil level is correct, install the dipstick tube cap.

TRANSMISSION FILL

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

1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap.
3. Add following initial quantity of Mopar® ATF +4, Automatic Transmission Fluid, to the transmission: If only fluid and filter were changed, add 5.0 L (10.6pts.) of transmission fluid to transmission. If the transmission was completely overhauled or the torque converter was replaced or drained, add 7.7 L (16.3 pts.) of transmission fluid to transmission.
4. Check the transmission fluid and adjust as required. Refer to «FLUID AND FILTER, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information) .

Scheme 125

1. Run the engine until the transmission oil reaches operating temperature.
2. Raise and support vehicle.
3. Remove the bolts (5) and retainers (4) holding the oil pan to the transmission. see scheme 163
4. Remove the transmission oil pan (3) and gasket (2) from the transmission.
5. Remove the transmission oil filter (1) and o-ring from the electrohydraulic control unit.
6. Clean the inside of the oil pan (3) of any debris. Inspect the oil pan gasket (2) and replace if necessary.
7. Install a new oil filter (1) and o-ring into the electrohydraulic control unit.
8. Install the oil pan (3) and gasket (2) onto the transmission.
9. Install the oil pan bolts (5) and retainers (4). Torque the bolts to 8 N.m (70 in.lbs.).
10. Lower the vehicle and add 5.0 L (10.6 pts.) of transmission fluid to the transmission.
11. Check the oil level. Refer to «FLUID AND FILTER, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information).

Scheme 126

Three planetary gear sets are used to produce the different gear ratios. (Scheme 121) These are located in the mechanical part of the transmission as the front, middle and rear planetary gear sets.

The annulus gear (1) and sun gear (3) elements of a planetary gear system are alternately driven and braked by the actuating elements of the multi-plate clutch and multiple-disc brake. (Scheme 122) The planetary pinion gears (2) can turn on the internal gearing of the annulus gear (1) and on the external gearing of the sun gear (3). This allows for a variety of gear ratios and the reversal of the rotation direction without the need for moving gear wheels or shift collars. When two components of the planetary gear set are locked together, the planetary gear set is locked and turns as a closed unit.

The torque and engine speed are converted according to the lever ratios and the ratio of the number of teeth on the driven gears to that on the drive gears, and is referred to as the gear ratio. The overall ratio of a number of planetary gear sets connected in series is obtained by multiplying the partial ratios.

Scheme 127

1. Remove upper two visible Teflon rings (1) from output shaft. see scheme 166
2. Remove retaining ring (11), shim (10), thrust needle bearing (9) and thrust washer (8) from output shaft.
3. Remove clutch K3 (7).
4. Remove rear tubular shaft/freewheeling clutch F2 (6) from output shaft. see scheme 166
5. Remove rear gear set (5) with integrated tubular shaft of center gear set from output shaft.
6. Remove thrust washer (4).

Scheme 128

1. Mount thrust washer (4) with the collar pointing towards the planet carrier. (Scheme 123)
2. Mount the rear gear set (5) on the rear hollow shaft (6).
3. Using grease, install lower three Teflon rings (1) in the groove so that the joint stays together. (Scheme 123)
4. Put rear hollow shaft/freewheeling clutch F2 (6) with rear gear set (5) onto output shaft.
5. Install clutch K3 (7).
6. Mount retaining ring, shim, thrust needle bearing and thrust washer (8 - 11). (Scheme 123)
7. Using grease, insert the upper two Teflon rings (1) in the groove so that the joint remains together. 1 - DRIVING CLUTCH K3 2 - THRUST WASHER 3 - SHIM 4 - AXIAL NEEDLE BEARING 5 - RETAINING RING 6 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER NOTE: During the test, apply a contact force by hand to K3 in the direction of the arrow.
8. Inspect axial play between shim (10) and retaining ring (11). (Scheme 124) Check axial play "S" between shim (10) and retaining ring (1) using a feeler gauge. Clearance should be 0.15-0.6 mm (0.006-0.024 in.). Shims are available in thicknesses of 3.0 mm (0.118 in.), 3.4 mm (0.134 in.), and 3.7 mm (0.146 in.). Adjust as necessary

Scheme 129

Three multiple-disc holding clutches, the front, B1 (1), middle, B3 (4), and rear multiple disc clutches, B2 (5), are located in the planetary gear sets in the transmission housing. (Scheme 125)

A multiple-disc holding clutch consists of a number of internally toothed discs (3) on an internally toothed disc carrier and externally toothed discs (2) on an externally toothed disc carrier, which is rigidly connected to the transmission housing.

The holding clutches connect the annulus gear, sun gear, or planetary carrier of a planetary gear set against the transmission housing in order to transmit the drive torque. (Scheme 126)

If the piston (16) on multiple-disc holding clutch B1 (1) is subjected to oil pressure, it presses the internal (3) and external discs (2) of the disc set together. The internally toothed disc carrier (15) locks the sun gear (14) against the housing. The planetary pinion gears (13) turn on the sun gear (14).

If the multiple-disc holding clutch B2 (5) is actuated via the piston (7), the piston compresses the disc set. The internally toothed disc carrier (8) locks the sun gear (12) against the housing. The planetary pinion gears (11) turn on the sun gear (12).

If the multiple-disc holding clutch B3 (4) is actuated via the piston (6), the planetary carrier (9) and the annulus gear (10) are locked. When the multiple-disc brake B3 (4) is actuated, the direction of rotation is reversed.

Scheme 130

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 and prevents shifter movement into REVERSE unless a shift into REVERSE is permitted. see scheme 171

Scheme 131

The Brake Transmission Shifter/Ignition Interlock (BTSI) is engaged whenever the ignition switch is in the LOCK (1) position. (Scheme 127) 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

BRAKE TRANSMISSION SHIFT INTERLOCK

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.

Scheme 132

The oil pump (2) (crescent-type pump) is installed in the bellhousing behind the torque converter and is driven by the drive flange of the torque converter. see scheme 173 The pump creates the oil pressure required for the hydraulic procedures.

When the engine is running, the oil is pumped through the inlet chamber (5) along the upper and lower side of the crescent (1) to the pressure chamber (6) of the housing. (Scheme 128) The meshing of the teeth prevents oil flowing from the delivery side to the intake side. An external gear (3) is eccentrically mounted in the pump housing. The external gear is driven by the internal gear (4) which is connected to the torque converter hub.

Scheme 133

1. Remove pump gears (1 and 2) from pump housing. (Scheme 129) 1 - INNER OIL SEAL 2 - OUTER OIL SEAL
2. Remove the inner oil pump seal (1). see scheme 176
3. Replace the outer oil pump O-ring (2). see scheme 176

CLEANING

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

INSPECTION

Before measuring any oil pump components, perform a thorough visual inspection of all the components. If any sign of scoring, scratches, or other damage is seen, replace the oil pump as an assembly.

Scheme 134

Side clearance is the difference between the thickness of the pump gears and the depth of the pocket in the pump housing. Side clearance can be measured by laying a flat plate (1) across the mounting face of the pump housing, and measuring the distance between the plate and the gears with a feeler gauge (2).

Acceptable side clearance

1. Inner gear: 0.064 mm (0.0025 in) max
2. Outer gear: 0.069 mm (0.0027 in) max

Scheme 135

Tip clearance is the difference between the tip diameters of the gear teeth and the corresponding diameters of the pocket in the pump housing.

Tip clearance for the inner gear can be checked by moving the inner gear into tight mesh (2) with the outer gear as shown in illustration. (Scheme 131) Clearance between the ID of the crescent feature of the housing and the OD of the teeth of the inner gear (3) should then me measured at a point 37 mm (1.45 in.) from the corner of the crescent (1) feature, as shown below.

Acceptable tip clearance for inner gear

1. 0.85 mm (0.033 in) max

1. Install new inner oil pump seal (1) with Seal Installer 8902A. (Scheme 132)
2. Replace O-ring (2). (Scheme 132) 1 - OUTER PUMP ROTOR 2 - INNER PUMP ROTOR
3. Lubricate pump gears and place in the pump housing. Insert pump gear (1) so that the chamfer (arrow) points towards the pump housing. see scheme 180

Scheme 136

Scheme 137

1. Lift and support the vehicle.
2. Remove water shield bolts and water shield (if equipped). 1 - FILL TUBE 2 - FILL TUBE BOLTS 3 - FILL TUBE SEAL
3. Remove the transmission fill tube bolts (2).
4. Lift the transmission fill tube out of the transmission case.
5. Using a small pry tool remove the transmission fill tube seal.

Scheme 138

Scheme 139

1. Pierce the new transmission fill tube seal along the molded "Y" from the outside. 1 - SEAL INSTALLER DISC 9902 2 - "C" CLAMP 3 - SHIM STOCK NOTE: If the new fill tube seal can not be fully installed into the transmission case fill tube bore by hand, a "C" clamp must be used. CAUTION: Do not over tighten the "C" clamp during fill tube oil seal installation. Transmission oil pan damage or bending may occur.
2. Lubricate the new transmission fill tube seal with MOPAR® ATF+4 ATF and install the new fill tube seal into the transmission case fill tube bore. Position seal installer disc (special tool #9902, Installer, Seal) (1) between the "C" clamp (2) and the new transmission fill tube seal Position a shim stock (3) between the "C" clamp (2) and the edge of the transmission oil pan. Lightly tighten the "C" clamp until the fill tube seal is fully installed into the transmission case fill tube bore.
3. Clean and lubricate the end of the transmission fill tube with MOPAR® ATF+4 ATF and install the fill tube into the transmission case fill tube bore. 1 - FILL TUBE 2 - FILL TUBE BOLTS 3 - FILL TUBE SEAL
4. Loosely install the fill tube bolts (2).
5. Tighten the upper fill tube bolt to 39 N.m (29 ft.lbs.).
6. Tighten the lower fill tube bolt to 12 N.m (105 in.lbs.). 1 - WATER SHIELD 2 - WATER SHIELD BOLTS
7. Install the water shield (1) and water shield bolts (2) (if equipped).
8. Tighten the water shield bolts to 12 N.m (9 ft.lbs).
9. Lower vehicle to check and fill transmission as necessary.

1. For 2WD transmissions; NOTE: When removing the propeller shaft flange be certain the shim remains on the output shaft. Remove the propeller shaft. Refer to «SHAFT, DRIVE, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft) . Move propeller shaft to the right and tie up. Remove the nut, with a 30 mm 12 point socket, holding the propeller shaft flange to the output shaft and remove the flange.
2. For 4WD transmissions: Remove the transfer case. Refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__removal) or «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__removal) . Remove the bolts holding the transfer case adapter housing onto the transmission case. NOTE: When removing the transfer case adapter housing be certain the shim remains on the output shaft. Remove the transfer case adapter housing from the transmission case. Remove the bolt holding the output shaft extension to the output shaft. Remove the output shaft extension from the output shaft.
3. Remove the output shaft seal with suitable screw and slide hammer.

1. Position the new output shaft seal over the output shaft and against the transmission case.
2. Use Seal Installer (special tool #8902A, Installer, Seal) (1) to install the seal. (Scheme 136)
3. For 4WD transmissions: NOTE: When installing the transfer case adapter housing be certain the shim remained on the output shaft. Install the output shaft extension onto the output shaft. Install the bolt to hold the output shaft extension to the output shaft. Torque the bolt to 200 N.m (148 ft.lbs.). Install the transfer case adapter housing onto the transmission case. Install the bolts to hold the transfer case adapter housing onto the transmission case. Torque the bolt to 20 N.m (177 in.lbs.). Install the transfer case. Refer to «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp2010-transfer-case-service-information__installation) or «INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/transfer-case/#mp3023-transfer-case-service-information__installation). NOTE: When installing the propeller shaft flange be certain the shim remained on the output shaft.
4. For 2WD transmissions, install the propeller shaft flange onto the output shaft and install an new flange nut. Tighten the flange nut, with a 30 mm 12 point socket, to 200 N.m (148 ft.lbs.). 1 - PROPELLER SHAFT FLANGE 2 - STAKING TOOL 9078 3 - ALIGNMENT PIN 4 - OUTPUT SHAFT NOTCH
5. Place the Staking Tool (special tool #9078, Staking Tool) and Driver Handle (special tool #C-4171, Driver Handle, Universal) onto the output shaft.
6. Rotate the Staking Tool (special tool #9078, Staking Tool) (2) until the alignment pin (3) engages the output shaft notch (4). (Scheme 137) 1 - STAKING TOOL 9078 2 - PROPELLER FLANGE 3 - STAKING PIN
7. Press downward on the staking tool until the staking pin contacts the output shaft nut flange. (Scheme 138)
8. Strike the Driver handle (special tool #C-4171, Driver Handle, Universal) with a suitable hammer until the output shaft nut is securely staked to the output shaft.
9. For 2WD transmissions, install the propeller shaft. Refer to «SHAFT, DRIVE, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/driveshaft-universal-joints/#propeller-shaft).

1. Remove the torque converter. Refer to «TORQUE CONVERTER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information) .
2. Remove the torque converter hub seal with suitable screw and slide hammer.

Scheme 140

Scheme 141

1. Position the torque converter hub seal (1) over the input shaft and against the transmission oil pump. (Scheme 139) 1 - OIL PUMP 2 - SEAL INSTALLER 8902A
2. Using Seal Installer (special tool #8902A, Installer, Seal) (2), install a new torque converter hub seal. see scheme 191
3. Install the torque converter. Refer to «TORQUE CONVERTER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information).

Scheme 142

The speed sensors, N2 and N3, (6, 8) are fixed to the shell of the electrohydraulic control unit's leadframe via contact blades. see scheme 192 The speed sensors are pressed against the transmission housing (2) by a spring (7) which is held against the valve housing of the shift plate (5). This ensures a defined distance between the speed sensors and the exciter ring (4).

Signals from the speed sensors, N2 and N3, (6, 8) are recorded in the transmission control module (TCM), together with the wheel and engine speeds and other information, and are processed into an input signal for electronic control. see scheme 193

Speed sensor N2 (6) records the speed of the front planetary rear annulus assembly (10). Speed sensor N3 (8) records the speed of the K1 clutch (3).

RELATIVE SPEED SENSOR READINGS - NAG 1 TRANSMISSION

There are several things to note regarding the function of the N2 and N3 speed sensors.

1. K1 clutch (N3 speed sensor) will show no rotation whenever the B1 Brake is applied. N3 = Zero in 1st, 5th and Reverse.
2. With the vehicle moving forward or reverse, N2 speed sensor reading will be greater than zero in all gears
3. Whenever the K1 clutch is applied (2nd, 3rd, and 4th) N2 will be equal to N3.
4. There is no speed sensor internal to the transmission that directly measures input shaft speed. However, when K1 is applied N2 equals input shaft/turbine speed.
5. The engine speed is fed to the TCM via can bus thus providing impeller speed.
6. There is no speed sensor internal to the transmission that directly measures output shaft speed. ABS wheel sensors provide output shaft speed.
7. K1 clutch (N3 speed sensor) will show no rotation whenever the B1 Brake is applied. N3 is equal to zero in 1st, 5th and Reverse gears.
8. With the vehicle moving forward or reverse, N2 speed sensor reading will be greater than zero in all gears.
9. Whenever the K1 clutch is applied (2nd, 3rd, and 4th) N2 will be equal to N3.
10. There is no speed sensor internal to the transmission that directly measures input shaft speed. However, when K1 is applied N2 equals input shaft/turbine speed.
11. The engine speed is fed to the TCM via the vehicle's communication bus thus providing impeller speed.
12. There is no speed sensor internal to the transmission that directly measures output shaft speed. ABS wheel sensors provide output shaft speed.

Note. N2 sensor, N3 sensor, output shaft speed sensor are speeds relative to the input shaft turbine speed.

Based on the preceding chart, it appears that N3 sensor is redundant and provides no additional information. However, the TCM needs to know Input Shaft/Turbine speed. Since the N2 sensor is not directly tied to the Input Shaft, the N3 sensor is required to inform the TCM to divide the N2 value by 0.6081 or 1.0000 to calculate actual Turbine speed.

Scheme 143

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, as well as selected shift ranges in position "D", are identified by the SLA. The information is then sent to the transmission control module (TCM) via a hardwire connection. At the same time, the selector lever positions "P", "R", "N" and "D" are transmitted by a shift cable to the selector shaft in the transmission.

The SLA contains a control module that is able to be flash programmed and is capable of communicating the shifter status and position over the vehicle's communication bus.

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.
2. Reverse inhibitor: As soon as the vehicle speed exceeds approximately 4-7 mph, it is no longer possible to move the selector lever from position "N" to position "R". The reverse inhibit functionality is controlled by the TCM and the same solenoid as the park lock. As the vehicle accelerates past the calibrated speed threshold, the solenoid is energized to block the motion of the shift lever necessary to move from NEUTRAL to REVERSE. The reverse inhibit is not released until the vehicle speed falls below approximately 4-7 mph and the shifter is moved out of the "D" shifter position.

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 selector lever positions are determined by a sensor assembly internal to the shift lever assembly (SLA). The sensor assembly identifies the various positions of the SLA according to the following table.

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. 4= Shift range is limited to gears 1 to 4.
2. 3= Shift range is limited to gears 1 to 3.
3. 2= Shift range is limited to gears 1 to 2.
4. 1= Shift range is limited to the 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 144

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 145

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) .

DESCRIPTION

The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long distance.

A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire, wrapped around a magnetic core made from steel or iron, and a spring loaded, movable plunger, which performs the work, or straight line motion. The shift valves (solenoids) are On-Off solenoids and are powered up by the TCM with a 12-volt power source and are internally grounded in the transmission. The Torque Converter Clutch (TCC) and Pressure Control (PC) solenoids are also powered up by the TCM and internally grounded in the transmission but are pulse with modulated (PWM). PWM measurable voltage varies depending on percentage of modulation requested by the TCM.

The solenoids used in transmission applications are attached to valves which can be classified as normally open or normally closed . The normally open solenoid valve is defined as a valve which allows hydraulic flow when no current or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does not allow hydraulic flow when no current or voltage is applied to the solenoid. These valves perform hydraulic control functions for the transmission and must therefore be durable and tolerant of dirt particles. For these reasons, the valves have hardened steel poppets and ball valves. The solenoids operate the valves directly, which means that the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures found in current transmissions. Fast response time is also necessary to ensure accurate control of the transmission.

The strength of the magnetic field is the primary force that determines the speed of operation in a particular solenoid design. A stronger magnetic field will cause the plunger to move at a greater speed than a weaker one. There are basically two ways to increase the force of the magnetic field

1. Increase the amount of current applied to the coil or
2. Increase the number of turns of wire in the coil.

The most common practice is to increase the number of turns by using thin wire that can completely fill the available space within the solenoid housing. The strength of the spring and the length of the plunger also contribute to the response speed possible by a particular solenoid design.

A solenoid can also be described by the method by which it is controlled. Some of the possibilities include variable force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulse-width modulated versions utilize similar methods to control the current flow through the solenoid to position the solenoid plunger at a desired position somewhere between full ON and full OFF. The constant ON and duty cycled versions control the voltage across the solenoid to allow either full flow or no flow through the solenoid's valve.

Scheme 146

The solenoid valves (1) for upshifts and downshifts are located in the shell of the electric control unit and pressed against the shift plate with a spring. see scheme 200

The solenoid valves (1) initiate the upshift and downshift procedures in the shift plate.

The solenoid valves (1) are sealed off from the valve housing of the shift plate (5) by two O-rings (4, 6). The contact springs (8) at the solenoid valve engage in a slot in the conductor tracks (7). The force of the contact spring (8) ensures safe contacts.

Scheme 147

The modulating pressure control solenoid valve (1) is located in the shell of the electric valve control unit and pressed against the shift plate by a spring. (Scheme 143)

Its purpose is control the modulating pressure depending on the continuously changing operating conditions, such as load and gear change.

The modulating pressure regulating solenoid valve (1) has an interference fit and is sealed off to the valve body of the shift plate (4) by a seal (arrow). The contact springs (2) at the solenoid valve engage in a slot in the conductor tracks (3). The force of the contact springs (2) ensures secure contacts.

Scheme 148

The torque converter lockup clutch PWM solenoid valve (1) is located in the shell of the electric valve control unit and pressed against the shift plate by a spring. (Scheme 144)

The PWM solenoid valve (1) for the torque converter lockup controls the pressure for the torque converter lockup clutch.

The torque converter lockup PWM solenoid valve (1) is sealed off to the valve body of the shift plate (4) by an O-ring (5) and a seal (arrow). The contact springs (2) at the solenoid valve engage in a slot in the conductor tracks (3). The force of the contact springs (2) ensures secure contacts.

Scheme 149

The shift pressure control solenoid valve (1) is located in the shell of the electric valve control unit and pressed against the shift plate by a spring. (Scheme 145)

Its purpose is to control the shift pressure depending on the continuously changing operating conditions, such as load and gear change.

The shift pressure regulating solenoid valve (1) has an interference fit and is sealed off to the valve body of the shift plate (4) by a seal (arrow). The contact springs (2) at the solenoid valve engage in a slot in the conductor tracks (3). The force of the contact springs (2) ensures secure contacts.

Note. A scan tool can only display a estimated pressure based on the current fed to the solenoid. Therefore if there's a stuck Line Pressure Regulating valve and the transmission has insufficient pressure, the scan tool will still display estimated MOD and Shift pressures because the solenoids are being fed the correct amount of current.

The solenoids are fed a 12-volt source from the TCM (Transmission Control Module). When an electrical current is applied to the solenoid coil, a magnetic field is created which produces an attraction to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid the valve is controlling. The plunger is normally directly attached to the valve which it is to operate. When the current is removed from the coil, the attraction is removed and the plunger will return to its original position due to spring pressure.

The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free movement of the plunger, the magnetic field is maximized.

UPSHIFT/DOWNSHIFT SOLENOID VALVES

If a solenoid valve (1) is actuated by the TCM, it opens and guides the control pressure (p-SV) to the assigned command valve. (Scheme 146) The solenoid valve remains actuated and therefore open until the shifting process is complete. The shift pressure (p-SV) to the command valve is reduced to zero as soon as the power supply to the solenoid valve is interrupted.

MODULATING PRESSURE CONTROL SOLENOID VALVE

The modulating pressure regulating solenoid valve (1) assigns a proportional pressure to the current which is controlled by the TCM according to the load. (Scheme 147)

TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE

The torque converter lockup PWM solenoid (1) valve converts pulse-wave-modulated current controlled by the TCM into the appropriate hydraulic control pressure (p-S/TCC). (Scheme 148)

SHIFT PRESSURE CONTROL SOLENOID VALVE

The shift pressure regulating solenoid valve (1) assigns a proportional pressure to the current which is controlled by the TCM according to the load. (Scheme 149)

Scheme 150

The torque converter is a hydraulic device that couples the engine crankshaft to the transmission. see scheme 208 The torque converter consists of an outer shell with an internal turbine (1), a stator (3), an overrunning clutch, an impeller (2), and an electronically applied converter clutch. The converter clutch provides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced transmission fluid temperatures. The converter clutch engages in third through fifth gears. The torque converter hub drives the transmission oil (fluid) pump.

A turbine damper (6) has been added for some applications to help improve vehicle noise, vibration, and harshness (NVH) characteristics.

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

Scheme 151

The impeller (3) is an integral part of the converter housing. see scheme 209 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 152

The turbine (1) is the output, or driven, member of the converter. see scheme 210 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 153

The stator assembly (1-4) is mounted on a stationary shaft which is an integral part of the oil pump. see scheme 211

Scheme 154

The stator (1) is located between the impeller (2) and turbine (4) within the torque converter case. (Scheme 150) The stator contains a freewheeling clutch, which allows the stator to rotate only in a clockwise direction. When the stator is locked against the freewheeling clutch, the torque multiplication feature of the torque converter is operational.

Scheme 155

The TCC (9) was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. (Scheme 151) Although the fluid coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller and turbine were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston with friction material was added to the turbine assembly 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 torque converter lock-up 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) (2), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. (Scheme 152) The converter turbine (driven member) (1), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft (4).

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.

Scheme 156

Torque multiplication is achieved by locking the stator's over-running clutch to its shaft. 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. (Scheme 153) 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 2.0:1. 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.

TORQUE CONVERTER CLUTCH (TCC)

In a standard torque converter, the impeller (2) and turbine (1) are rotating at about the same speed and the stator (3) is freewheeling, providing no torque multiplication. By applying the turbine's piston and friction material (9), a total converter engagement can be obtained. (Scheme 154) 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.

The TCM controls the torque converter by way of internal logic software. The programming of the software provides the TCM with control over the torque converter 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 TCC 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 TCC 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 TCC 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 TCC Solenoid duty cycle.

1. Remove transmission and torque converter from vehicle. Refer to «REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information__removal) .
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.

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. The hub must be smooth to avoid damaging the pump seal at installation.

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 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 and straightedge. (Scheme 155) Surface of converter lugs should be at least 19 mm (3/4 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 157

The electrohydraulic control unit comprises the shift plate (13) made from light alloy for the hydraulic control and an electrical control unit (12). see scheme 218 The electrical control unit (12) comprises of a supporting body made of plastic, into which the electrical components (1 - 11) are assembled. The supporting body is mounted on the shift plate (13) and screwed to it.

Strip conductors inserted into the supporting body make the connection between the electrical components and a plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is produced via this 13-pin plug connector with a bayonet lock.

Scheme 158

The electric valve control unit (7) consists of a plastic shell which houses the RPM sensors (1, 12), regulating solenoid valves (3, 4), solenoid valves (5, 6, 10), the TCC solenoid valve (11), the park/neutral contact (9), and the transmission oil temperature sensor (8). (Scheme 156) Conductor tracks integrated into the shell connect the electric components to a plug connection (2). This 13-pin plug connection (2) establishes the connection to the vehicle-side cable harness and to the transmission control module (TCM). With the exception of the solenoid valves, all other electric components are fixed to the conductor tracks.

WORKING PRESSURE (LINE PRESSURE OR OPERATING PRESSURE) (P-A)

The working pressure provides the pressure supply to the hydraulic control and the transmission shift elements. It is the highest hydraulic pressure in the entire hydraulic system. The working pressure is regulated at the working pressure regulating valve in relation to the load and gear. All other pressures required for the transmission control are derived from the working pressure.

LUBRICATION PRESSURE (P-SM)

At the working pressure regulating valve surplus oil is diverted to the lubrication pressure regulating valve, from where it is used in regulated amounts to lubricate and cool the mechanical transmission components and the torque converter. Furthermore, the lubrication pressure (p-Sm) is also used to limit the pressure in the torque converter.

SHIFT PRESSURE (P-S)

The shift pressure is determined by the shift pressure regulating solenoid valve and the shift pressure regulating valve. The shift pressure

1. Regulates the pressure in the activating shift element during the shift phase.
2. Determines together with the modulating pressure the pressure reduction at the deactivating shift element as regulated by the overlap regulating valve.
3. Initializes 2nd gear in limp-home mode.

MODULATING PRESSURE (P-MOD)

The modulating pressure influences the size of the working pressure and determines together with the shift pressure the pressure regulated at the overlap regulating valve. The modulating pressure is regulated at the modulating pressure regulating solenoid valve, which is under regulating valve pressure. The modulating pressure is variable and relative to the engine load.

REGULATING VALVE/CONTROL VALVE PRESSURE (P-RV)

The regulating valve pressure is regulated at the regulating valve pressure regulating valve in relation to the working pressure (p-A) up to a maximum pressure of 8 bar (116 psi). It supplies the modulating pressure regulating solenoid valve, the shift pressure regulating solenoid valve and the shift valve pressure regulating valve.

SHIFT VALVE PRESSURE (P-SV)

The shift valve pressure (p-SV) is derived from the regulating valve pressure (p-RV), is regulated at the shift valve pressure regulating valve and is then present at the

1. 1-2 and 4-5 shift solenoid valve.
2. 3-4 shift solenoid valve.
3. 2-3 shift solenoid valve.
4. Torque converter lockup solenoid valve.
5. 3-4 and 2-3 shift pressure shift valve.

The shift valve pressure (p-SV) controls the command valves via the upshift/downshift solenoid valves.

OVERLAP PRESSURE (P- U)

The overlap pressure controls the shift component pressure reduction during a shift phase. The pressure in a shift element as it disengages is controlled during the shift phase depending on engine load (modulating pressure) and the pressure in the shift element as it engages. The adjusted pressure is inversely proportional to the transmission capability of the shift element being engaged (controlled overlap).

Scheme 159

The working pressure regulating valve (4) is located in the valve housing of the shift plate. see scheme 220 It regulates the primary pressure of the hydraulic system.

Scheme 160

The torque converter lock-up clutch regulating valve (6) is located in the valve housing of the electrohydraulic control module. see scheme 221 The valve is responsible for the hydraulic control of the torque converter lockup clutch and distribution of the lubricating oil.

Scheme 161

Each shift group is assigned one overlap regulating valve (1). (Scheme 157) The 1-2 / 4-5 overlap regulating valve is installed in the shift valve housing; the 2-3 and 3-4 overlap regulating valves are installed in the valve housing. The overlap regulating valve regulates the pressure reduction during a shift phase.

Scheme 162

Each shift group possesses one command valve (3). (Scheme 158) The 1-2 / 4-5 and 2-3 command valves are installed in the shift valve housing, the 3-4 command valve is installed in the valve housing. The command valve switches the shift group from the stationary phase to the shift phase and back again.

Scheme 163

Each shift group possesses one holding pressure shift valve (1). (Scheme 159) The 1-2 / 4-5 and 2-3 holding pressure shift valves are installed in the shift valve housing; the 3-4 holding pressure shift valve is installed in the valve housing. The holding pressure shift valve allocates the working pressure to one actuator of a shift group.

Scheme 164

Each shift group possesses one shift pressure shift valve (4). (Scheme 160) The 1-2 / 4-5 and 2-3 shift pressure shift valves are installed in the shift valve housing; the 3-4 shift pressure shift valve is installed in the valve housing. It assigns the shift pressure (p-S) to the activating actuator and the overlap pressure (p- U) regulated by the overlap regulating valve to the deactivating actuator.

Scheme 165

The lubrication pressure regulating valve (1) is located in the valve housing of the electrohydraulic control module. (Scheme 161) The valve controls the fluid to lubricate and cool the mechanical part of the transmission, and limits the pressure in the torque converter.

Scheme 166

The shift pressure regulating valve (1) is located in the valve housing of the shift plate. (Scheme 162) It regulates the shift pressure (p-S).

Scheme 167

The regulating valve pressure regulating valve (1) is located in the valve housing of the electrohydraulic control module. (Scheme 163) It regulates the regulating valve/control valve pressure (p-RV).

Scheme 168

The shift valve pressure regulating valve (1) is located in the valve housing of the electrohydraulic control module. (Scheme 164) It regulates the shift valve pressure (p-SV).

ELECTRICAL CONTROL UNIT

Signals from the transmission control module (TCM) are converted into hydraulic functions in the electric valve control unit (7). (Scheme 165) The RPM sensors (1, 12), starter interlock contact (9), and transmission oil temperature sensor (8) of the electric valve control unit (7) supply the TCM with input signals. The solenoid valves are controlled by the TCM and trigger the hydraulic functions.

Scheme 169

The working pressure (p-A) is regulated at the working pressure regulating valve (4) in relation to load (modulating pressure, p-Mod) and gear (K1 or K2 pressure) (1). (Scheme 166) The spring in the working pressure regulating valve sets a minimum pressure level (basic pressure).

TORQUE CONVERTER LOCKUP CLUTCH REGULATING VALVE

The torque converter lockup clutch regulating valve (6) regulates the torque converter lock-up clutch working pressure (p-TCC) in relation to the torque converter clutch control pressure (p-S/TCC). (Scheme 167) According to the size of the working pressure (p-A), the torque converter lockup clutch is either Engaged, Disengaged, or Slipping. When the regulating valve (6) is in the lower position, lubricating oil flows through the torque converter and oil cooler (7) into the transmission (torque converter lockup clutch unpressurized). In its regulating position (slipping, torque converter lockup clutch pressurized), a reduced volume of lubricating oil flows through the annular passage bypassing the torque converter and passing direct through the oil cooler into the transmission. The rest of the lubricating oil is directed via the throttle "a" into the torque converter in order to cool the torque converter lockup clutch.

OVERLAP REGULATING VALVE

During the shift phase the pressure in the deactivating shift actuator is regulated in relation to the engine load (modulating pressure, p-Mod) and the pressure in the activating actuator. (Scheme 168) The regulated pressure is inversely proportional to the transfer capacity of the activating shift actuator (regulated overlap).

COMMAND VALVE

When the end face is unpressurized (stationary phase), the working pressure (p-A) is directed to the actuated shift element. If the end face of the command valve is subjected to the shift valve pressure (p-SV) (shift phase), then the shift pressure (p-S) is switched to the activating element and the overlap pressure (p- U) is switched to the deactivating element. see scheme 234

SHIFT VALVE HOLDING PRESSURE

The holding pressure shift valve (1) is actuated by the pressures present at the end face in the actuators and a spring. (Scheme 169) It assigns the working pressure (p-A) to the actuator with the higher pressure (taking into account the spring force and the effective surface area). The other element of the shift group is then unpressurized. The valve switches over only during the shift phase and only at a certain pressure ratio between the overlap pressure (p- U) and the shift pressure (p-S).

SHIFT PRESSURE SHIFT VALVE

When the multiple-disc brake B1 (3) is activated, the working pressure (p-A) is applied to the end face of the 1-2 / 4-5 shift pressure shift valve (4) via the command valve (1). see scheme 236 Its shift state is maintained during the shift phase by substituting the shift element pressure acting on its end face (and which is variable during the shift phase) with a corresponding constant pressure. When the multi-plate clutch K1 (2) is activated, the end face of the shift valve is unpressurized during the stationary and shift phases, so the shift state is maintained during the shift phase in this case too.

LUBRICATION PRESSURE REGULATING VALVE

At the working pressure regulating valve surplus oil is diverted to the lubrication pressure regulating valve (1), from where the lubrication pressure (p-Sm) is used in regulated amounts to supply the transmission lubrication system including the torque converter. see scheme 237

SHIFT PRESSURE REGULATING VALVE

The shift pressure is determined by the shift pressure regulating solenoid valve and the shift pressure regulating valve (1). see scheme 238 In addition, pressure from the clutch K2 is also present at the annular surface of the shift pressure regulating valve. This reduces the shift pressure in 2nd gear.

REGULATING VALVE PRESSURE REGULATING VALVE

The regulating valve pressure (p-RV) is set at the regulating valve pressure regulating valve (1) in relation to the working pressure (p-A) as far as the maximum pressure. see scheme 239

SHIFT VALVE PRESSURE REGULATING VALVE

The non-constant regulating valve pressure (p-RV) is regulated to a constant shift valve pressure (p-SV) at the shift valve pressure regulating valve (1) and is used to supply the 1-2 and 4-5 / 3-4 / 2-3 solenoid valves and the torque converter lockup clutch PWM solenoid valve. see scheme 240

1. Move selector lever to position "P".
2. Raise vehicle.
3. Disconnect 13-pin plug connector (1). see scheme 241 Turn bayonet lock of the adapter plug (2) anti-clockwise. 1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - ADAPTER PLUG
4. Loosen the adapter plug bolt (9) and remove from the adapter plug (10) from the transmission housing. see scheme 242
5. Detach oil pan (5).
6. Remove oil filter (4).
7. Unscrew Torx® socket bolts (3) and remove electrohydraulic control module (2).

Scheme 170

Scheme 171

Scheme 172

Scheme 173

Scheme 174

Scheme 175

Scheme 176

Scheme 177

Scheme 178

Scheme 179

Scheme 180

1. Remove electrohydraulic unit from the vehicle. Refer to «UNIT, ELECTROHYDRAULIC CONTROL, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information).
2. Remove solenoid caps (1, 2) if equipped.
3. Unscrew Torx® socket bolts (3, 4). NOTE: Pay attention to the different lengths of the Torx® socket bolts.
4. Remove leaf springs (5).
5. Withdraw solenoid valves (6 - 11) from shift plate (13). NOTE: Check O-rings on solenoid valves for damage and replace if necessary.
6. Bend away retaining lug on stiffening rib on transmission oil temperature sensor.
7. Remove electrohydraulic control module (12) from the shift plate (13). A - OPERATING AND LUBRICATING PRESSURE REGULATING VALVES AND 2-3 OVERLAP VALVE B - 1-2/4-5 SHIFT GROUP AND SHIFT, SHIFT VALVE, AND REGULATING VALVE PRESSURE REGULATING VALVES C - 3-4 SHIFT GROUP D - 2-3 SHIFT GROUP, TCC LOCK-UP AND B2 REGULATING VALVES
8. Note the locations of the major shift valve group components for assembly reference. A - Operating and Lubricating Pressure Regulating valves and 2-3 Overlap valve B - 1-2/4-5 Shift Group and Shift, Shift Valve, and Regulating Valve Pressure Regulating Valves C - 3-4 Shift Group D - 2-3 Shift Group, TCC Lock-up, and B2 Regulating Valves 1 - BOLTS - 29 2 - VALVE HOUSING 3 - SEALING PLATE 4 - VALVE BODY 5 - LEAF SPRING NOTE: Pay great attention to cleanliness for all work on the shift plate. Fluffy cloths must not be used. Leather cloths are particularly good. After dismantling, all parts must be washed and blown out with compressed-air, noting that parts may be blown away.
9. Unbolt leaf spring (5).
10. Unscrew Torx® bolts (1).
11. Remove valve housing (2) from valve body (4).
12. Remove sealing plate (3). 1 - SOLENOID VALVE STRAINERS
13. Remove the strainers (1) for the modulating pressure and shift pressure control solenoid valves from the valve housing. see scheme 246 1 - CONVERTER LOCK-UP SOLENOID STRAINER
14. Remove the strainer (1) in the inlet to torque converter lock-up control solenoid valve. 1 - STEEL CHECK BALLS 2 - CENTRAL STRAINER 3 - STEEL CHECK BALLS 4 - PLASTIC CHECK BALLS 5 - PLAIN DOWEL PIN NOTE: A total of 12 valve balls are located in the valve body, four made from plastic (4) and eight from steel (1, 3).
15. Note the location of all check balls (1, 3, 4) and the central strainer (2) for re-installation. Remove all check balls (1, 3, 4) and the central strainer (2). 1 - B2 SHIFT VALVE 5 - TCC DAMPER VALVE - if equipped 2 -2-3 HOLDING PRESSURE SHIFT VALVE 6 - TCC LOCK-UP REGULATOR VALVE 3 - 2-3 COMMAND VALVE 7 - SIDE COVER 4 - 2-3 SHIFT PRESSURE
16. Remove the screws holding the side cover (7) to the valve body and valve housing.
17. Remove the B-2 Shift Valve assembly (1), 2-3 Holding Pressure Valve assembly (2), 2-3 Command Valve assembly (3), 2-3 Shift Pressure assembly (4), TCC Damper Valve (5) if equipped and the TCC Lock-Up Regulator Valve assembly (6) from the valve body.
18. Check all valves for ease of movement and shavings. 1 - 1-2 / 4-5 OVERLAP REGULATING SLEEVE AND PISTON 4 - SHIFT SOLENOID PRESSURE REGULATING VALVE 2 - SHIFT PRESSURE REGULATING VALVE 5 - SIDE COVER 3 - CONTROL VALVE PRESSURE REGULATOR
19. Remove the screws holding the side cover (5) to the valve body and valve housing.
20. Remove the 1-2 / 4-5 Overlap Regulating Valve, Sleeve, and Piston assembly (1), Shift Pressure Regulating Valve assembly (2), Control Valve Pressure Regulator assembly (3), and the Shift Solenoid Pressure Regulating Valve (4) from the valve body.
21. Check all valves for ease of movement and shavings. 1 - 1-2 / 4-5 COMMAND VALVE 3 - 1-2 / 4-5 SHIFT PRESSURE 2 - 1-2 / 4-5 HOLDING PRESSURE SHIFT VALVE 4 - SIDE COVER
22. Remove the screws holding the side cover (4) to the valve body and valve housing.
23. Remove the 1-2 / 4-5 Command valve assembly (1), 1-2 / 4-5 Holding Pressure Shift Valve (2) and the 1-2 / 4-5 Shift Pressure Shift Valve assembly (3) from the valve body.
24. Check all valves for ease of movement and shavings. NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up. 1 - SELECTOR VALVE 4 - 3-4 SHIFT PRESSURE 2 - 3-4 HOLDING PRESSURE SHIFT VALVE 5 - 3-4 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 3 - 3-4 COMMAND VALVE 6 - SIDE COVER
25. Remove the screws holding the side cover (6) to the valve body and valve housing.
26. Remove the sector valve (1).
27. Remove 3-4 Holding Pressure Shift Valve assembly (2), 3-4 Command Valve assembly (3), 3-4 Shift Pressure Shift Valve assembly (4) and the 3-4 Overlap Regulating Valve Sleeve and Piston assembly (5) from the valve body.
28. Check all valves for ease of movement and shavings. 1 - LINE PRESSURE REGULATING VALVE 3 - 2-3 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 2 - LUBRICATING PRESSURE REGULATING VALVE 4 - SIDE COVER
29. Remove the screws holding the side cover (4) to the valve body and valve housing.
30. Remove the Line Pressure Regulating Valve assembly (1), Lubricating Pressure Regulating Valve assembly (2) and the 2-3 Overlap Regulating Valve, Sleeve and Piston assembly (3) from the valve body.
31. Check all valves for ease of movement and shavings. 1 - PRESSURE FEED VALVE
32. Remove the pressure supply valve (1) from the valve body.

Note. Fine and extremely fine metallic particles have been known affect valve operation in this transmission. While these particles may be to small to see with the naked eye, they can cause flares, or momentary going into neutral, on shifts.

Clean and flush the valve housings, valves, plugs, springs, and separator plates thoroughly 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.

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. If crocus cloth is used be certain to flush valve body thoroughly.

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 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.

NAG1 VALVE BODY SPRING DIMENSION

Note. Pay great attention to cleanliness for all work on the shift plate. Fluffy cloths must not be used. Leather cloths are particularly good. After dismantling, all parts must be washed and blown out with compressed-air, noting that parts may be blown away.

1. Install the pressure supply valve (1) into the valve body. (Scheme 177) NAG1 VALVE BODY SPRING DIMENSION VALVE SPRING FREE LENGTH TOTAL COILS 2-3 Holding (2) 18.8 -19.6 mm (0.74 - 0.77 in.) 12 T/C Clutch Damper (5) 37.5 - 38.5 mm (1.48 - 1.51 in.) 19.5 T/C Clutch (LU) Regulator (6) 22.8 - 23.6 mm (0.90 - 0.93 in.) 18.5 B2 Shift Valve (1) 25.8 - 27.0 mm (1.01 - 1.06 in.) 16.5 2-3 Shift Pressure (4), 2-3 Command (3) 23.9 - 25.3 mm (0.94 -1.00 in.) 11.5 1 - B2 SHIFT VALVE 5 - TCC DAMPER VALVE - if equipped 2 -2-3 HOLDING PRESSURE SHIFT VALVE 6 - TCC LOCK-UP REGULATOR VALVE 3 - 2-3 COMMAND VALVE 7 - SIDE COVER 4 - 2-3 SHIFT PRESSURE
2. Lubricate and install the B-2 Shift Valve assembly (1), 2-3 Holding Pressure Valve assembly (2), 2-3 Command Valve assembly (3), 2-3 Shift Pressure Shift Valve assembly (4), TCC Damper Valve (5) if equipped and the T/CC Lock-Up Regulator Valve assembly (6) into the valve body.
3. Install the side cover and the screws holding the side cover (7) to the valve body and valve housing. Tighten the screws to 4 N.m (35 in.lbs.). NAG1 VALVE BODY SPRING DIMENSION VALVE SPRING FREE LENGTH TOTAL COILS 1-2 / 4-5 Overlap (1) 20.95 - 21.65 mm (0.82 - 0.85 In.) 14.5 Shift Pressure Regulator (2) 22.4 - 23.6 mm (0.88 - 0.93 in.) 14.5 Control Valve Pressure Regulator (3) 79.2 - 82.4 mm (3.12 - 3.24 in.) 29 Shift Solenoid Pressure Regulating Valve (4) 32.6 - 34.4 mm (1.28 - 1.35 in.) 15.5 1 - 1-2 / 4-5 OVERLAP REGULATING SLEEVE AND PISTON 4 - SHIFT SOLENOID PRESSURE REGULATING VALVE 2 - SHIFT PRESSURE REGULATING VALVE 5 - SIDE COVER 3 - CONTROL VALVE PRESSURE REGULATOR
4. Lubricate and install the 1-2 / 4-5 Overlap Regulating Valve, Sleeve, and Piston assembly (1), Shift Pressure Regulating Valve assembly (2), Control Valve Pressure Regulator Valve assembly (3) and Shift Solenoid Pressure Regulating Valve assembly (4) into the valve body.
5. Install the side cover and the screws holding the side cover (5) to the valve body and valve housing. Tighten the screws to 4 N.m (35 in.lbs.). NAG1 VALVE BODY SPRING DIMENSION VALVE SPRING FREE LENGTH TOTAL COILS 1-2 / 4-5 Holding (2), 1-2 / 4-5 Shift Pressure (3) 21.1 - 22.5 mm (0.83 - 0.88 in.) 14 1-2 / 4-5 Command (1) 23.9 - 25.3 mm (0.94 -1.00 in.) 11.5 1 - 1-2 / 4-5 COMMAND VALVE 3 - 1-2 / 4-5 SHIFT PRESSURE 2 - 1-2 / 4-5 HOLDING PRESSURE SHIFT VALVE 4 - SIDE COVER
6. Lubricate and install the 1-2 / 4-5 Command valve assembly (1), 1-2 / 4-5 Holding Pressure Shift Valve (2) and the 1-2 / 4-5 Shift Pressure assembly (3) into the valve body.
7. Install the side cover and the screws holding the side cover (4) to the valve body and valve housing. Tighten the screws to 4 N.m (35 in.lbs.). NAG1 VALVE BODY SPRING DIMENSION VALVE SPRING FREE LENGTH TOTAL COILS 3/4 Over Lap (5) 20.4 - 21.0 mm (0.80 - 0.83 in.) 13 3-4 Holding (2) 21.1 - 22.5 mm (0.83 - 0.88 in.) 14 3-4 Command (3), 3-4 Shift Pressure (4) 23.9 - 25.3 mm (0.94 -1.00 in.) 11.5 1 - SELECTOR VALVE 4 - 3-4 SHIFT PRESSURE 2 - 3-4 HOLDING PRESSURE SHIFT VALVE 5 - 3-4 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 3 - 3-4 COMMAND VALVE 6 - SIDE COVER
8. Lubricate and install the sector valve (1).
9. Lubricate and install 3-4 Holding Pressure Shift Valve assembly (2), 3-4 Command Valve assembly (3), 3-4 Shift Pressure assembly (4) and the 3-4 Overlap Regulating Valve Sleeve and Piston assembly (5) into the valve body.
10. Install the side cover and the screws holding the side cover (6) to the valve body and valve housing. Tighten the screws to 4 N.m (35 in.lbs.). NAG1 VALVE BODY SPRING DIMENSION VALVE SPRING FREE LENGTH TOTAL COILS Lubricating Pressure Regulating Valve (2) 64.8 - 68.2 mm (2.55 - 2.68 in.) 24 2-3 Overlap (3) 16.9 - 18.7 mm (0.66 - 0.74 in.) 13 Line Pressure Regulator (1) 43.8 - 46.2 mm (1.72 - 1.82 in.) 13.5 1 - LINE PRESSURE REGULATING VALVE 3 - 2-3 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 2 - LUBRICATING PRESSURE REGULATING VALVE 4 - SIDE COVER
11. Lubricate and install the Operating Pressure Regulating Valve assembly (1), Lubricating Pressure Regulating Valve assembly (2) and the 2-3 Overlap Regulating Valve, Sleeve and Piston assembly (3) into the valve body.
12. Install the side cover and the screws holding the side cover (6) to the valve body and valve housing. Tighten the screws to 4 N.m (35 in.lbs.). 1 - STEEL CHECK BALLS 2 - CENTRAL STRAINER 3 - STEEL CHECK BALLS 4 - PLASTIC CHECK BALLS 5 - PLAIN DOWEL PIN NOTE: A total of 12 valve balls are located in the valve body, four made from plastic (4) and eight from steel (1, 3).
13. Install all check balls (1, 3, 4) and the central strainer (2). see scheme 261 1 - CONVERTER LOCK-UP SOLENOID STRAINER
14. Install the strainer (1) in the inlet to torque converter lock-up control solenoid valve. see scheme 262 1 - BOLTS - 29 2 - VALVE HOUSING 3 - SEALING PLATE 4 - VALVE BODY 5 - LEAF SPRING
15. Position the sealing plate (3) onto the valve body (4). see scheme 263
16. Install the valve housing (2) onto the valve body (4) and sealing plate (3).
17. Install the shift plate Torx® bolts (1). see scheme 263 Tighten the bolts to 8 N.m (71 in.lbs.).
18. Install leaf spring (5). see scheme 263 1 - SOLENOID VALVE STRAINERS
19. Install the strainers (1) for the modulating pressure and shift pressure control solenoid valves into the valve housing. see scheme 264 1 - SOLENOID CAP (if equipped) 2 - SOLENOID CAP (if equipped) 3 - BOLT - M6X32 4 - BOLT - M6X30 5 - LEAF SPRING 6 - MODULATING PRESSURE REGULATING SOLENOID VALVE 7 - SHIFT PRESSURE REGULATING SOLENOID 8 - 3-4 SHIFT SOLENOID 9 - TORQUE CONVERTER LOCK-UP SOLENOID 10 - 1-2/4-5 SHIFT SOLENOID 11 - 2-3 SHIFT SOLENOID 12 - ELECTRICAL CONTROL UNIT 13 - SHIFT PLATE
20. Install the electrohydraulic control module (12) onto the shift plate (13). see scheme 265
21. Bend the retaining lug on stiffening rib on transmission oil temperature sensor to retain the electrohydraulic control module.
22. Install the solenoid valves (6 - 11) into shift plate (13). NOTE: Check O-rings on solenoid valves for damage and replace if necessary.
23. Install the leaf springs (5).
24. Install the Torx® socket bolts (3, 4). see scheme 265 Tighten the bolts to 8 N.m (71 in.lbs.). NOTE: Pay attention to the different lengths of the Torx® socket bolts.
25. Install the solenoid caps (1, 2) if equipped.
26. Install the electrohydraulic unit into the vehicle.

Scheme 181

1. Position the electrohydraulic unit in the transmission housing.
2. Insert selector valve (1) in driver of detent plate (2). see scheme 266 When installing the electrohydraulic control module in the transmission housing, the plastic part of the selector valve (1) must engage in the driver of the detent plate (2). 1 - HEAT SHIELD 2 - ELECTROHYDRAULIC UNIT 3 - BOLT 4 - OIL FILTER 5 - OIL PAN 6 - CLAMPING ELEMENT 7 - BOLT 8 - 13-PIN PLUG CONNECTOR 9 - BOLT 10 - ADAPTER PLUG
3. Install the Torx® socket bolts (3) and torque to 8 N.m (71 in. see scheme 267lbs.).
4. Install a new oil filter (4). see scheme 267
5. Install oil pan (5) and torque the oil pan bolts to 8 N.m (71 in. see scheme 267lbs.).
6. Install the adapter plug (10) into the transmission housing and tighten the bolt (9) to 2. see scheme 2675 N.m (22 in.lbs.). 1 - PLUG CONNECTOR 2 - ADAPTER PLUG
7. Check O-ring on plug connector (1), and replace if necessary. see scheme 268
8. Install the plug connector (1) into the adapter plug (2). Turn bayonet lock of adapter plug (2) clockwise to connect plug connector (1).
9. Fill the transmission with the correct oil using the standard procedure. Refer to «FLUID AND FILTER, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/automatic-trans/#nag1-automatic-transmission-service-information).

See also:
• MODULE, TRANSMISSION CONTROL, STANDARD PROCEDURE
• DIAGNOSIS AND TESTING
• SHAFT, DRIVE, FRONT, REMOVAL
• SHAFT, DRIVE, REAR, REMOVAL
• STARTER, REMOVAL
• REMOVAL
• REMOVAL
• SHAFT, DRIVE, FRONT, INSTALLATION
• INSTALLATION
• INSTALLATION
• CONSOLE, FLOOR, REMOVAL
• CLUTCH APPLICATION
• CLUTCH APPLICATION
• CABLE, SHIFT, ADJUSTMENTS
• REMOVAL