manual transmission JEEP GRAND CHEROKEE 2002 WJ / 2.G Owner's Manual

8W-15 GROUND DISTRIBUTION
Component Page
A/C Compressor Clutch.................. 8W-15-4
Adjustable Pedals Module............. 8W-15-17, 21
Airbag Control Module.................. 8W-15-16
Ash Receiver Lamp.................... 8W-15-14
Automatic Day/Night Mirror.............. 8W-15-19
Automatic Zone Control Module........... 8W-15-15
Battery............................ 8W-15-2, 3
Blower Motor Controller................. 8W-15-15
Body Control Module.............. 8W-15-12, 13, 15
Brake Lamp Switch................. 8W-15-17, 22
Center High Mounted Stop Lamp.......... 8W-15-20
Cigar Lighter........................ 8W-15-14
Cigar Lighter Relay.................... 8W-15-12
Controller Antilock Brake................ 8W-15-12
Coolant Level Sensor............... 8W-15-9, 10, 11
Crankcase Heater...................... 8W-15-4
Data Link Connector.................. 8W-15-2, 3
Driver Cylinder Lock Switch.............. 8W-15-16
Driver Door Lock Motor/Ajar Switch........ 8W-15-16
Driver Door Module.................... 8W-15-16
Driver Heated Seat Switch............... 8W-15-14
Driver Lumbar Switch............... 8W-15-18, 21
Driver Power Seat Switch............. 8W-15-18, 21
Driver Rear Power Window Switch....... 8W-15-18, 21
Electric Brake........................ 8W-15-17
Electronic Speed Control Servo.......... 8W-15-9, 10
Engine Control Module.................. 8W-15-3
Front Power Outlet.................... 8W-15-14
Front Washer Pump................... 8W-15-6, 7
Front Wiper Motor.................... 8W-15-6, 7
Fuel Pump Module.................... 8W-15-19
G100............................. 8W-15-2, 3
G101............................. 8W-15-2, 3
G102............................... 8W-15-2
G103............................. 8W-15-2, 3
G104............................... 8W-15-4
G105............................... 8W-15-4
G106............................. 8W-15-6, 7
G107.............................. 8W-15-12
G108.......................... 8W-15-9, 10, 11
G200......................... 8W-15-13, 14, 15
G201.............................. 8W-15-16
G300......................... 8W-15-16, 17, 18
G301......................... 8W-15-19, 21, 22
Headlamp Leveling Switch............... 8W-15-15
Hood Ajar Switch..................... 8W-15-6, 7
Horn No. 1...................... 8W-15-9, 10, 11
Horn No. 2...................... 8W-15-9, 10, 11
Hydraulic Cooling Module........... 8W-15-9, 10, 11
Ignition Switch....................... 8W-15-15
Instrument Cluster.................. 8W-15-13, 14
Intake Port Swirl Actuator................ 8W-15-3
Intrusion Transceiver Module.......... 8W-15-21, 22
Junction Block.................. 8W-15-12, 13, 15
Left Fog Lamp...................... 8W-15-6, 7
Left Front Park Lamp................... 8W-15-5
Left Front Park/Turn Signal Lamp.......... 8W-15-5
Left Front Turn Signal Lamp.............. 8W-15-5
Left Headlamp Leveling Motor............. 8W-15-5
Left High Beam Headlamp................ 8W-15-5
Component Page
Left Liftgate Ajar Switch................ 8W-15-20
Left Low Beam Headlamp................ 8W-15-5
Left Multi-Function Switch............... 8W-15-15
Left Rear Door Lock Motor/Ajar Switch.... 8W-15-21, 22
Left Rear Lamp Assembly............... 8W-15-19
Left Side Repeater Lamp............... 8W-15-6, 7
License Lamp No. 1.................... 8W-15-20
License Lamp No. 2.................... 8W-15-20
Liftgate Flip-Up Ajar Switch.............. 8W-15-20
Liftgate Flip-Up Release Solenoid.......... 8W-15-20
Line Pressure Sensor.................... 8W-15-2
Low Beam/Daytime Running Lamp Relay.... 8W-15-12
Manual Temperature Control........... 8W-15-13, 15
Oxygen Sensor 1/2 Downstream............ 8W-15-4
Oxygen Sensor 2/2 Downstream............ 8W-15-4
Park Lamp Relay..................... 8W-15-12
Passenger Door Lock Motor/Ajar Switch...... 8W-15-16
Passenger Door Module................. 8W-15-16
Passenger Heated Seat Switch............ 8W-15-14
Passenger Lumbar Switch............. 8W-15-17, 22
Passenger Power Seat Switch.......... 8W-15-17, 22
Passenger Rear Power Window Switch.... 8W-15-16, 22
Power Amplifier.................... 8W-15-17, 18
Power Connector...................... 8W-15-15
Powertrain Control Module............... 8W-15-2
Radio........................... 8W-15-17, 18
Rain Sensor....................... 8W-15-21, 22
Rear Power Outlet.................. 8W-15-17, 18
Rear Washer Pump................... 8W-15-6, 7
Rear Window Defogger.................. 8W-15-20
Rear Wiper Motor..................... 8W-15-20
Remote Keyless Module................. 8W-15-16
Right Fog Lamp.................. 8W-15-9, 10, 11
Right Front Park Lamp.................. 8W-15-8
Right Front Park/Turn Signal Lamp......... 8W-15-8
Right Front Turn Signal Lamp............. 8W-15-8
Right Headlamp Leveling Motor............ 8W-15-8
Right High Beam Headlamp............... 8W-15-8
Right Low Beam Headlamp............... 8W-15-8
Right Rear Door Lock Motor/Ajar Switch . . 8W-15-16, 18
Right Rear Lamp Assembly............ 8W-15-17, 18
Right Side Repeater Lamp........... 8W-15-9, 10, 11
Seat Module...................... 8W-15-18, 21
Sentry Key Immobilizer Module........... 8W-15-13
Shifter Assembly................... 8W-15-14, 15
Siren............................. 8W-15-6, 7
Sunroof Control Module................. 8W-15-19
Sunroof Motor........................ 8W-15-19
Sunroof Switch....................... 8W-15-19
Temperature Valve Actuator.............. 8W-15-13
Trailer Tow Brake Lamp Relay............ 8W-15-19
Trailer Tow Connector.................. 8W-15-19
Trailer Tow Left Turn Relay.............. 8W-15-19
Trailer Tow Right Turn Relay............. 8W-15-19
Transmission Control Module.............. 8W-15-2
Transmission Control Relay............ 8W-15-9, 10
Underhood Lamp..................... 8W-15-6, 7
Vehicle Information Center............ 8W-15-21, 22
Viscous/Cabin Heater................... 8W-15-4
Washer Fluid Level Switch.............. 8W-15-6, 7
WJ8W-15 GROUND DISTRIBUTION 8W - 15 - 1

CONNECTOR NAME/
NUMBERCOLOR LOCATION FIG.
Left Front Park/Turn Signal
Lamp (Except Built-Up-Export)BK At Lamp N/S
Left Front Side Marker Lamp
(Except Built-Up-Export)WT At Lamp N/S
Left Front Turn Signal Lamp
(Built-Up-Export)WT At Lamp N/S
Left Front Wheel Speed
SensorGY At Left Front Wheel Opening 4
Left Headlamp Leveling Motor
(Built-Up-Export)BK At Motor N/S
Left High Beam Headlamp BK At Lamp N/S
Left Instrument Panel Speaker WT At Speaker 19, 20
Left Liftgate Ajar Switch BK In Liftgate 38
Left Low Beam Headlamp GY At Lamp N/S
Left Multi-Function Switch WT On Steering Column 23
Left Rear Door Lock Motor/Ajar
SwitchBK In Left Rear Door 28
Left Rear Door Speaker WT In Left Rear Door 28
Left Rear Lamp Assembly BK At Lamp Assembly 37
Left Rear Wheel Speed Sensor GY Near Left Rear Wheel 33, 35
Left Remote Radio Switch BK At Switch in Steering Wheel N/S
Left Side Impact Sensor BK Left Body N/S
Left Side Repeater Lamp
(Built-Up-Export)BK On Left Front Fender 3, 4
Left Visor/Vanity Lamp BK At Lamp N/S
License Lamp No.1 BK At Lamp N/S
License Lamp No.2 BK At Lamp N/S
Liftgate Flip-Up Ajar Switch GY In Liftgate 38
Liftgate Flip-Up Push Button
SwitchBK In Liftgate N/S
Liftgate Flip-Up Release
SolenoidBK In Liftgate 38
Liftgate Lock Motor BK In Liftgate 38
Line Pressure Sensor (4.7L) BK Rear of Transmission N/S
Manifold Absolute Pressure
Sensor (4.0L)BK At Throttle Body 9
Manifold Absolute Pressure
Sensor (4.7L)BK Right Side of Engine 13
Manual Temperature Control -
C1 (MTC)WT Center of Instrument Panel N/S
Manual Temperature Control -
C2 (MTC)WT Center of Instrument Panel N/S
Mass Air Flow sensor (Diesel) BK Near T/O for G105 8
Mode Door Motor/Actuator
(AZC)BK Right Center of Instrument Panel N/S
WJ8W-91 CONNECTOR/GROUND/SPLICE LOCATION 8W - 91 - 7
CONNECTOR/GROUND/SPLICE LOCATION (Continued)

DESCRIPTION N´m Ft. In.
Lbs. Lbs.
Transmission Support Bracket
ÐBolt (Manual) 46 34 Ð
Transmission Support Bracket/
CushionÐBolt (4WD Auto) 75 55 Ð
Transmission Support Adaptor
BracketÐBolts (2WD Auto) 75 55 Ð
Exhaust Manifold/PipeÐNuts 27 20 Ð
Intake/Exhaust Manifold
Fasteners #1-5 33 24 Ð
Fasteners #6 and 7 14 Ð 126
Fasteners #8-11 33 24 Ð
Flywheel to Converter
HousingÐBolts38 28 Ð
Flywheel to CrankshaftÐBolts 143 105 Ð
Front Cover to BlockÐBolts
1/4-20 7 Ð 60
5/16-18 22 Ð 192
Fuel RailÐBolts/Stud 12 Ð 108
GeneratorÐBolts 57 42 Ð
Generator Bracket to EngineÐ
Bolts47 35 Ð
Idler Pulley to Cylinder
HeadÐBolt47 35 Ð
Main Bearing CapÐBolts 108 80 Ð
Oil Filter 18 Ð 156
Oil Filter Connector to
Adaptor 47 35 Ð
Block 68 50 Ð
Adaptor Bolts 102 50 Ð
Oil GalleyÐPlug 41 30 Ð
Oil PanÐBolts
1/4-20 9.5 Ð 84
5/16-18 15 Ð 132
Oil PanÐDrain Plug 34 25 Ð
Oil Pump
Mounting Bolts 23 Ð 204
Cover Bolts 8 Ð 70
Rocker Arm Assembly to
Cylinder
HeadÐCapscrews 30 21 Ð
Spark Plugs 37 27 ÐDESCRIPTION N´m Ft. In.
Lbs. Lbs.
Starter MotorÐMounting Bolts 45 33 Ð
Thermostat HousingÐBolts 18 Ð 156
Throttle BodyÐBolts 10 Ð 90
Vibration DamperÐBolt 108 80 Ð
Water Pump to BlockÐBolts 23 17 Ð
AIR CLEANER ELEMENT
REMOVAL - 4.0L
(1) Unlatch four clips retaining air cleaner cover to
air cleaner housing (Fig. 6).
Fig. 6 Air Cleaner Assembly Ð4.0L Engine
1 - RESONATOR BOLTS
2 - CLAMPS
3 - AIR DUCT
4 - AIR CLEANER COVER
5 - CLIPS
6 - HOUSING
7 - HOUSING BOLTS (3)
8 - LOWER HOUSING NUTS (3)
9 - RESONATOR
9 - 18 ENGINE - 4.0LWJ
ENGINE - 4.0L (Continued)

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Steering Column
Steering Wheel Nut61 45 Ð
Steering Column
Column Bracket Nuts12 Ð 105
Steering Column
Shaft Coupler Bolts49 36 Ð
SPECIAL TOOLS
STEERING COLUMN
IGNITION SWITCH
DESCRIPTION
The electrical ignition switch is located on the
steering column. It is used as the main on/off switch-
ing device for most electrical components. The
mechanical key lock cylinder is used to engage/disen-
gage the electrical ignition switch.
DIAGNOSIS AND TESTING - IGNITION SWITCH
ELECTRICAL DIAGNOSIS
For ignition switch electrical schematics, refer to
Ignition Switch in Wiring Diagrams.
MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
ROTATE)
Vehicles equipped with an automatic trans-
mission and a floor mounted shifter:a cable is
used to connect the interlock device in the steering
column assembly, to the transmission floor shift
lever. This interlock device is used to lock the trans-
mission shifter in the PARK position when the key
lock cylinder is rotated to the LOCKED or ACCES-
SORY position. The interlock device within the steer-
ing column is not serviceable. If repair is necessary,the steering column assembly must be replaced,(Re-
fer to 19 - STEERING/COLUMN - REMOVAL).
If the ignition key is difficult to rotate to or from
the LOCK or ACCESSORY position, it may not be
the fault of the key cylinder or the steering column
components. The brake transmission shift interlock
cable may be out of adjustment,(Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
44RE/SHIFT INTERLOCK MECHANISM - ADJUST-
MENTS) .
Vehicles equipped with an automatic trans-
mission and a steering column mounted shifter:
an interlock device is located within the steering col-
umn. This interlock device is used to lock the trans-
mission shifter in the PARK position when the key
lock cylinder is in the LOCKED or ACCESSORY
position. If it is difficult to rotate the key to or from
the LOCK or ACCESSORY position, the interlock
device within the steering column may be defective.
This device is not serviceable. If repair is necessary,
the steering column assembly must be replaced,(Re-
fer to 19 - STEERING/COLUMN - REMOVAL).
Vehicles equipped with a manual transmis-
sion and a floor mounted shifter:on certain mod-
els, a lever is located on the steering column behind
the ignition key lock cylinder. The lever must be
manually operated to allow rotation of the ignition
key lock cylinder to the LOCK or ACCESSORY posi-
tion. If it is difficult to rotate the key to the LOCK or
ACCESSORY position, the lever mechanism may be
defective. This mechanism is not serviceable. If
repair is necessary, the steering column assembly
must be replaced,(Refer to 19 - STEERING/COL-
UMN - REMOVAL).
On other models, the ignition key cylinder must be
depressed to allow it to be rotated into the LOCK or
ACCESSORY position. If it is difficult to rotate the
key to the LOCK or ACCESSORY position, the lock
mechanism within the steering column may be defec-
tive. This mechanism is not serviceable. If repair is
Puller C-3894-A
19 - 12 COLUMNWJ
COLUMN (Continued)

KEY-IN IGNITION SWITCH
DESCRIPTION
The key-in ignition switch is concealed within and
integral to the ignition switch, which is mounted on
the steering column. The key-in ignition switch is
actuated by the ignition lock cylinder mechanism,
and is hard wired between a body ground and the
Body Control Module (BCM) through the instrument
panel wire harness.
The key-in ignition switch cannot be adjusted or
repaired and, if faulty or damaged, the entire igni-
tion switch unit must be replaced,(Refer to 19 -
STEERING/COLUMN/LOCK CYLINDER HOUSING
- REMOVAL). For complete circuit diagrams, refer to
Body Control Modulein the Contents of Wiring
Diagrams.
OPERATION
The key-in ignition switch closes a path to ground
for the BCM when the ignition key is inserted in the
ignition lock cylinder, and opens the ground path
when the key is removed from the ignition lock cyl-
inder. The BCM monitors the key-in ignition switch
status through an internal pull-up, then sends the
proper switch status messages to other electronic
modules over the Programmable Communications
Interface (PCI) data bus network. The key-in ignition
switch status is also used by the BCM as an input
for chime warning system operation.
DIAGNOSIS AND TESTING
KEY-IN IGNITION SWITCH
For complete circuit diagrams, refer toBody Con-
trol Modulein the Contents of Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.(1) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector from the key-in ignition switch connector
receptacle on the ignition switch. Check for continu-
ity between the key-in ignition switch sense and
ground terminals of the key-in ignition switch con-
nector receptacle. There should be continuity with
the key inserted in the ignition lock cylinder, and no
continuity with the key removed from the ignition
lock cylinder. If OK, go to Step 2. If not OK, replace
the faulty ignition switch unit.
(2) Check for continuity between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector for the key-in ignition switch and a good
ground. There should be continuity. If OK, go to Step
3. If not OK, repair the open ground circuit to ground
as required.
(3) Disconnect the gray 26-way instrument panel
wire harness connector from the Body Control Mod-
ule (BCM) connector receptacle. Check for continuity
between the key-in ignition switch sense circuit cav-
ity of the instrument panel wire harness connector
for the key-in ignition switch and a good ground.
There should be no continuity. If OK, go to Step 4. If
not OK, repair the shorted key-in ignition switch
sense circuit as required.
(4) Check for continuity between the key-in igni-
tion switch sense circuit cavities of the instrument
panel wire harness connector for the key-in ignition
switch and the gray 26-way instrument panel wire
harness connector for the BCM. There should be con-
tinuity. If OK, use a DRB scan tool and the proper
Diagnostic Procedures manual to test the BCM. If
not OK, repair the open key-in ignition switch sense
circuit as required.
LOCK CYLINDER
REMOVAL
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before removing ignition switch.
(1) Disconnect negative battery cable at battery.
(2) If equipped with an automatic transmission,
place shifter in PARK position.
(3) Rotate key to ON position.
19 - 14 COLUMNWJ

(4) A release tang is located on bottom of key cyl-
inder (Fig. 18).(5) Position a small screwdriver or pin punch into
tang access hole on bottom of steering column lower
cover (Fig. 19).
(6) Push the pin punch up while pulling key cylin-
der from steering column.
INSTALLATION
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before removing ignition switch.
(1) If equipped with an automatic transmission,
place shifter in PARK position.
(2) Position key cylinder into steering column as it
would normally be in the ON position.
(3) Press key cylinder into column until it snaps
into position.
(4) Check mechanical operation of switch.Auto-
matic Transmission:Be sure transmission lever is
locked in PARK position after key removal. If key is
difficult to rotate or is difficult to remove, the shift
lever-to-steering column cable may be out of adjust-
ment or defective. Refer to Transmission for proce-
dures.Manual Transmission:Be sure key cannot
be removed until release lever is operated. If key can
be removed, release lever mechanism may be defec-
tive. Release lever mechanism is not serviced sepa-
rately. If repair is necessary, the steering column
must be replaced,(Refer to 19 - STEERING/COL-
UMN - REMOVAL).
(5) Connect negative cable to battery.
(6) Check electrical operation of switch.
STEERING WHEEL
REMOVAL
For steering wheel removal procedure,(Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
REMOVAL).
INSTALLATION
For steering wheel installation procedure,(Refer to
8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING -
INSTALLATION).
Fig. 18 Key Cylinder Release Tang
1 - KEY CYLINDER
2 - RELEASE TANG
Fig. 19 Key Cylinder and Cover Removal
1 - LOWER COVER
2 - ACCESS HOLE
3 - PIN PUNCH
4 - COVER SCREWS (3)
WJCOLUMN 19 - 15
LOCK CYLINDER (Continued)

IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan gas-
ket surface (Fig. 2). Refer to this information when
ordering replacement parts.
GEAR RATIOS The 42RE gear ratios are:
1st.................................2.74:1
2nd................................1.54:1
3rd.................................1.00:1
4th.................................0.69:1
Rev.................................2.21:1
OPERATION
The application of each driving or holding compo-
nent is controlled by the valve body based upon the
manual lever position, throttle pressure, and gover-
nor pressure. The governor pressure is a variable
pressure input to the valve body and is one of the
signals that a shift is necessary. First through fourth
gear are obtained by selectively applying and releas-
ing the different clutches and bands. Engine power is
thereby routed to the various planetary gear assem-
blies which combine with the overrunning clutch
assemblies to generate the different gear ratios. The
torque converter clutch is hydraulically applied and
is released when fluid is vented from the hydraulic
circuit by the torque converter control (TCC) solenoid
on the valve body. The torque converter clutch is con-
trolled by the Powertrain Control Module (PCM). The
torque converter clutch engages in fourth gear, and
in third gear under various conditions, such as when
the O/D switch is OFF, when the vehicle is cruising
on a level surface after the vehicle has warmed up.
The torque converter clutch will disengage momen-
tarily when an increase in engine load is sensed by
the PCM, such as when the vehicle begins to go
uphill or the throttle pressure is increased. The
torque converter clutch feature increases fuel econ-
omy and reduces the transmission fluid temperature.
Since the overdrive clutch is applied in fourth gear
only and the direct clutch is applied in all ranges
except fourth gear, the transmission operation for
park, neutral, and first through third gear will be
described first. Once these powerflows are described,
the third to fourth shift sequence will be described.
1 - CONVERTER CLUTCH 15 - HOUSING
2 - TORQUE CONVERTER 16 - REAR BEARING
3 - OIL PUMP AND REACTION SHAFT SUPPORT ASSEMBLY 17 - OUTPUT SHAFT
4 - FRONT BAND 18 - SEAL
5 - FRONT CLUTCH 19 - OVERDRIVE OVERRUNNING CLUTCH
6 - DRIVING SHELL 20 - OVERDRIVE PLANETARY GEAR
7 - REAR BAND 21 - DIRECT CLUTCH SPRING
8 - TRANSMISSION OVERRUNNING CLUTCH 22 - OVERDRIVE CLUTCH PISTON
9 - OVERDRIVE UNIT 23 - VALVE BODY ASSEMBLY
10 - PISTON RETAINER 24 - FILTER
11 - OVERDRIVE CLUTCH 25 - FRONT PLANETARY GEAR
12 - DIRECT CLUTCH 26 - REAR CLUTCH
13 - INTERMEDIATE SHAFT 27 - TRANSMISSION
14 - FRONT BEARING 28 - REAR PLANETARY GEAR
Fig. 2 Transmission Part And Serial Number
Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER
WJAUTOMATIC TRANSMISSION - 42RE 21 - 5
AUTOMATIC TRANSMISSION - 42RE (Continued)

SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.Now that the front band is holding the sun gear sta-
tionary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
Fig. 7 Second Gear Powerflow
1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT
2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED
3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED
4 - OUTPUT SHAFT 9 - INPUT SHAFT
5 - OVER-RUNNING CLUTCH FREE-WHEELING
WJAUTOMATIC TRANSMISSION - 42RE 21 - 9
AUTOMATIC TRANSMISSION - 42RE (Continued)

CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSI-
TIONTRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES
FRONT
CLUTCHFRONT
BANDREAR
CLUTCHREAR
BANDOVER-
RUNNING
CLUTCHOVER-
DRIVE
CLUTCHDIRECT
CLUTCHOVER-
RUNNING
CLUTCH
Reverse X X X
Drive -
FirstXXXX
Drive -
SecondXX X X
Drive -
ThirdXX XX
Drive -
FourthXX X
Manual
SecondXXXXX
Manual
FirstXX X X X
Note that the rear clutch is applied in all forward
ranges (D, 2, 1). The transmission overrunning clutch
is applied in first gear (D, 2 and 1 ranges) only. The
rear band is applied in 1 and R range only.
Note that the overdrive clutch is applied only in
fourth gear and the overdrive direct clutch and over-
running clutch are applied in all ranges except fourth
gear.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is faulty. Similarly, if slippage
occurs in any two forward gears, the rear clutch is
slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simulta-
neously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By select-
ing another gear which does not use these clutches,
the slipping unit can be determined. For example, if
the transmission also slips in Reverse, the front
clutch is slipping. If the transmission does not slip in
Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Simi-
larly, if the direct clutch were to fail, the transmis-
sion would lose both reverse gear and overrun
braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.This process of elimination can be used to identify
a slipping unit and check operation. Proper use of
the Clutch and Band Application Chart is the key.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usu-
ally cannot be determined until hydraulic and air
pressure tests are performed. Practically any condi-
tion can be caused by leaking hydraulic circuits or
sticking valves.
Unless a malfunction is obvious, such as no drive
in D range first gear, do not disassemble the trans-
mission. Perform the hydraulic and air pressure tests
to help determine the probable cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse.
An accurate tachometer and pressure test gauges
are required. Test Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psi
range and is used at the rear servo and overdrive
ports where pressures exceed 100 psi.
Pressure Test Port Locations
Test ports are located at both sides of the transmis-
sion case (Fig. 9).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
21 - 12 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)

The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case.
Test One - Transmission In Manual Low
NOTE: This test checks pump output, pressure reg-
ulation, and condition of the rear clutch and servo
circuit. Both test gauges are required for this test.
(1) Connect tachometer to engine. Position tachom-
eter so it can be observed from driver seat if helper
will be operating engine. Raise vehicle on hoist that
will allow rear wheels to rotate freely.
(2) Connect 100 psi Gauge C-3292 to accumulator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Disconnect throttle and gearshift cables from
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm.
(5) Move transmission shift lever fully forward
into 1 range.(6) Gradually move transmission throttle lever
from full forward to full rearward position and note
pressures on both gauges:
²Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
throttle lever is moved rearward.
²Rear servo pressure should be same as line pres-
sure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
NOTE: This test checks pump output, line pressure
and pressure regulation. Use 100 psi Test Gauge
C-3292 for this test.
(1) Leave vehicle in place on hoist and leave Test
Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rear-
ward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full for-
ward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three - Transmission In D Range Third Gear
NOTE: This test checks pressure regulation and
condition of the clutch circuits. Both test gauges
are required for this test.
(1) Turn OD switch off.
(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
for this test.
(4) Have helper start and run engine at 1600 rpm
for this test.
(5) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
full rearward position:
²Line pressure at accumulator in D range third
gear, should be 54-60 psi (372-414 kPa) with throttle
lever forward and increase as lever is moved rear-
ward.
²Front servo pressure in D range third gear,
should be within 3 psi (21 kPa) of line pressure up to
kickdown point.
Fig. 9 Pressure Test Port Locations
1 - OVERDRIVE CLUTCH TEST PORT
2 - GOVERNOR TEST PORT
3 - ACCUMULATOR TEST PORT
4 - FRONT SERVO TEST PORT
5 - REAR SERVO TEST PORT
WJAUTOMATIC TRANSMISSION - 42RE 21 - 13
AUTOMATIC TRANSMISSION - 42RE (Continued)