Transfer JEEP GRAND CHEROKEE 2002 WJ / 2.G Owners Manual

(8) Disengage all wiring connectors from the
shifter assembly.
(9) Remove all nuts holding the shifter assembly to
the floor pan (Fig. 239).
(10) Remove the shifter assembly from the vehicle.
INSTALLATION
(1) Place the floor shifter lever in PARK position.
(2) Loosen the adjustment screw on the shift cable.
(3) Verify that the park lock cable adjustment tab
is pulled upward to the unlocked position.
(4) Install wiring harness to the shifter assembly
bracket. Engage any wire connectors removed from
the shifter assembly.
(5) Install the transfer case shift cable to the
shifter assembly bracket. Install clip to hold cable to
the bracket.
(6) Snap the transfer case shift cable, if equipped,
onto the transfer case shift lever pin.
(7) Install the park lock cable into the shifter
assembly bracket and into the shifter BTSI lever.(Re-
fer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC/SHIFT INTERLOCK MECHANISM -
ADJUSTMENTS)
(8) Install the shift cable to the shifter assembly
bracket. Push cable into the bracket until secure.
(9) Install shifter assembly onto the shifter assem-
bly studs on the floor pan.
(10) Install the nuts to hold the shifter assembly
onto the floor pan. Tighten nuts to 28 N´m (250
in.lbs.).
(11) Snap the shift cable onto the shift lever pin.
(12) Verify that the shift lever is in the PARK posi-
tion.
(13) Tighten the adjustment screw to 7 N´m (65
in.lbs.).
(14) Place the key in the accessory position.(15) Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
(16) Verify correct shifter, park lock, and BTSI
operation.
(17) Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23 -
BODY/INTERIOR/FLOOR CONSOLE - INSTALLA-
TION)
SOLENOID
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 direc-
tion, 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 solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
noid 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 con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-
pets 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 siz-
able 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 par-
ticular 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 num-
ber 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 possi-
ble by a particular solenoid design.
Fig. 239 Shifter Assembly
1 - FLOOR PAN
2 - SHIFTER ASSEMBLY
WJAUTOMATIC TRANSMISSION - 42RE 21 - 125
SHIFT MECHANISM (Continued)

simultaneous movement without causing the trans-
mission throttle lever to either move ahead of, or lag
behind the lever on the throttle body.
ADJUSTMENT VERIFICATION
(1) Turn ignition key to OFF position.
(2) Remove air cleaner.
(3) Verify that lever on throttle body (Fig. 242) is
at curb idle position. Then verify that the transmis-
sion throttle lever (Fig. 243) is also at idle (fully for-
ward) position.
(4) Slide cable off attachment stud on throttle body
lever.
(5) Compare position of cable end to attachment
stud on throttle body lever:
²Cable end and attachment stud should be
aligned (or centered on one another) to within 1 mm
(0.039 in.) in either direction (Fig. 244).
²If cable end and attachment stud are misaligned
(off center), cable will have to be adjusted as
described in Throttle Valve Cable Adjustment proce-
dure.
(6) Reconnect cable end to attachment stud. Then
with aid of a helper, observe movement of transmis-
sion throttle lever and lever on throttle body.
²If both levers move simultaneously from idle to
half-throttle and back to idle position, adjustment is
correct.
²If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
ADJUSTMENT PROCEDURE
(1) Turn ignition switch to OFF position.
(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Pry the T.V. cable lock (A) into the UP position
(Fig. 244). This will unlock the cable and allow for
readjustment.
(6) Apply just enough tension on the T.V. cable (B)
to remove any slack in the cable.Pulling too tight
will cause the T.V. lever on the transmission to
move out of its idle position, which will result
in an incorrect T.V. cable adjustment.Slide the
sheath of the T.V. cable (D) back and forth until the
centerlines of the T.V. cable end (B) and the throttle
bell crank lever (C) are aligned within one millimeter
(1mm) (Fig. 244).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 244). This will lock the present T.V. cable
adjustment.
Fig. 242 Throttle Valve Cable
1 - THROTTLE VALVE CABLE
2 - THROTTLE VALVE LEVER
3 - THROTTLE BODYFig. 243 Throttle Valve Cable at Transmission
1 - TRANSMISSION SHIFTER CABLE
2 - THROTTLE VALVE CABLE
3 - TRANSFER CASE SHIFTER CABLE
4 - TRANSFER CASE SHIFTER CABLE BRACKET RETAINING
BOLT(S)
5 - THROTTLE VALVE CABLE BRACKET RETAINING BOLT
6 - ELECTRICAL CONNECTORS
7 - TRANSMISSION FLUID LINES
WJAUTOMATIC TRANSMISSION - 42RE 21 - 127
THROTTLE VALVE CABLE (Continued)

STATOR
The stator assembly (Fig. 248) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 249).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 250) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling 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 was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
Fig. 248 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 249 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 250 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
WJAUTOMATIC TRANSMISSION - 42RE 21 - 131
TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 251) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler 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 leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 252).
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 counter-
clockwise direction. When this happens the overrun-
ning 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 ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
Fig. 251 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
21 - 132 AUTOMATIC TRANSMISSION - 42REWJ
TORQUE CONVERTER (Continued)

VALVE BODY
DESCRIPTION
The valve body consists of a cast aluminum valve
body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 255), (Fig. 256), (Fig.
257), and (Fig. 258):
²Regulator valve
²Regulator valve throttle pressure plug
²Line pressure plug and sleeve
²Kickdown valve
²Kickdown limit valve
²1-2 shift valve
²1-2 control valve
²2-3 shift valve²2-3 governor plug
²3-4 shift valve
²3-4 timing valve
²3-4 quick fill valve
²3-4 accumulator
²Throttle valve
²Throttle pressure plug
²Switch valve
²Manual valve
²Converter clutch lock-up valve
²Converter clutch lock-up timing Valve
²Shuttle valve
²Shuttle valve throttle plug
²Boost Valve
²10 check balls
By adjusting the spring pressure acting on the reg-
ulator valve, transmission line pressure can be
adjusted.
Fig. 255 Upper Housing Control Valve Locations
1 - UPPER HOUSING 8 - MANUAL VALVE
2 - REGULATOR VALVE 9 - 1-2 GOVERNOR PLUG
3 - SWITCH VALVE 10 - GOVERNOR PLUG COVER
4 - REGULATOR VALVE SPRING 11 - THROTTLE PLUG
5 - KICKDOWN VALVE 12 - 2-3 GOVERNOR PLUG
6 - KICKDOWN DETENT 13 - SHUTTLE VALVE PRIMARY SPRING
7 - THROTTLE VALVE AND SPRING
WJAUTOMATIC TRANSMISSION - 42RE 21 - 135

DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Do not use pliers to remove any of
the valves, plugs or springs and do not force any of
the components out or into place. The valves and
valve body housings will be damaged if force is
used. Tag or mark the valve body springs for refer-
ence as they are removed. Do not allow them to
become intermixed.
(1) Disconnect wires from governor pressure sen-
sor and solenoid.
(2) Remove screws attaching governor body and
retainer plate to transfer plate.
(3) Remove retainer plate, governor body and gas-
ket from transfer plate.
(4) Remove governor pressure sensor from gover-
nor body.
(5) Remove governor pressure solenoid by pulling
it straight out of bore in governor body. Remove and
discard solenoid O-rings if worn, cut, or torn.
(6) Remove small shoulder bolt that secures sole-
noid harness case connector to 3-4 accumulator hous-
ing (Fig. 281). Retain shoulder bolt. Either tape it toharness or thread it back into accumulator housing
after connector removal.
(7) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 282).
(8) Turn valve body over and remove screws that
attach overdrive/converter solenoid assembly to valve
body (Fig. 283).
(9) Remove solenoid and harness assembly from
valve body (Fig. 284).
(10) Remove boost valve cover (Fig. 285).
(11) Remove boost valve retainer, valve spring and
boost valve (Fig. 286).
Fig. 280 Valve Body
1 - VALVE BODY
2 - WIRE HARNESS
3 - PARK ROD
4 - GOVERNOR PRESSURE SOLENOID
5 - GOVERNOR PRESSURE SENSOR
Fig. 281 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
Fig. 282 Unhooking Solenoid Harness From
Accumulator Cover Plate
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
WJAUTOMATIC TRANSMISSION - 42RE 21 - 155
VALVE BODY (Continued)

(16) Position pencil magnet next to detent housing
to catch detent ball and spring. Then carefully
remove Retainer Tool 6583 and remove detent ball
and spring (Fig. 291).
(17) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate (Fig.
292). Hold bracket firmly against spring tension
while removing last screw.
Fig. 287 Detent Ball And Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 288 Park Rod
1 - MANUAL LEVER
2 - E-CLIP
3 - PARK ROD
Fig. 289 Throttle Lever E-Clip And Washer
1 - THROTTLE LEVER SHAFT
2 - E-CLIP AND WASHER
3 - MANUAL SHAFT
Fig. 290 Manual And Throttle Lever
1 - PARK ROD
2 - MANUAL LEVER ASSEMBLY
3 - THROTTLE LEVER
WJAUTOMATIC TRANSMISSION - 42RE 21 - 157
VALVE BODY (Continued)

(25) Remove boost valve connecting tube (Fig.
299). Disengage tube from upper housing port first.
Then rock opposite end of tube back and forth to
work it out of lower housing.
CAUTION: Do not use tools to loosen or pry the
connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
(26) Turn valve body over so lower housing is fac-
ing upward (Fig. 300). In this position, the two check
balls in upper housing will remain in place and not
fall out when lower housing and separator plate are
removed.
(27) Remove screws attaching valve body lower
housing to upper housing and transfer plate (Fig.300). Note position of boost valve tube brace for
assembly reference.
(28) Remove lower housing and overdrive separa-
tor plate from transfer plate (Fig. 300).
(29) Remove the ECE check ball from the transfer
plate (Fig. 301). The ECE check ball is approximately
4.8 mm (3/16 in.) in diameter.
(30) Remove transfer plate from upper housing
(Fig. 302).
(31) Turn transfer plate over so upper housing sep-
arator plate is facing upward.
(32) Remove upper housing separator plate from
transfer plate (Fig. 303). Note position of filter in
separator plate for assembly reference.
(33) Remove rear clutch and rear servo check balls
from transfer plate. Note check ball location for
assembly reference (Fig. 304).
Fig. 297 Accumulator Housing, Valve Springs And
Plug
1 - 3-4 SHIFT VALVE SPRING
2 - CONVERTER CLUTCH VALVE SPRING AND PLUG
3 - 3-4 ACCUMULATOR HOUSING
Fig. 298 Boost Valve Tube Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE (DOUBLE TAB)
Fig. 299 Boost Valve Tube
1 - BOOST VALVE TUBE
2 - LOWER HOUSING
3 - DISENGAGE THIS END OF TUBE FIRST
4 - UPPER HOUSING
Fig. 300 Lower Housing
1 - LOWER HOUSING
2 - OVERDRIVE SEPARATOR PLATE
3 - TRANSFER PLATE AND UPPER HOUSING
21 - 160 AUTOMATIC TRANSMISSION - 42REWJ
VALVE BODY (Continued)

Fig. 301 ECE Check Ball
1 - ECE CHECK BALL (3/169)
Fig. 302 Transfer Plate
1 - UPPER HOUSING
2 - TRANSFER PLATE
Fig. 303 Upper Housing Separator Plate
1 - TRANSFER PLATE
2 - UPPER HOUSING SEPARATOR PLATE
3 - FILTER SCREEN
4 - BRACE
Fig. 304 Rear Clutch And Rear Servo Check Ball
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
WJAUTOMATIC TRANSMISSION - 42RE 21 - 161
VALVE BODY (Continued)

Wipe the governor pressure sensor and solenoid
valve with dry, lint free shop towels only. The O-rings
on the sensor and solenoid valve are the only service-
able components. Be sure the vent ports in the sole-
noid valve are open and not blocked by dirt or debris.
Replace the valve and/or sensor only when DRB scan
tool diagnosis indicates this is necessary. Or, if either
part has sustained physical damage (dented,
deformed, broken, etc.).
CAUTION: Do not turn the small screw at the end of
the solenoid valve for any reason. Turning the
screw in either direction will ruin solenoid calibra-
tion and result in solenoid failure. In addition, the
filter on the solenoid valve is NOT serviceable. Do
not try to remove the filter as this will damage the
valve housing.
INSPECTION
Inspect the throttle and manual valve levers and
shafts. Do not attempt to straighten a bent shaft or
correct a loose lever. Replace these components if
worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straight-
edge 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 sur-
face. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be
replaced.
CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated alumi-
num. Aluminum components are identified by the
dark color of the special coating applied to the sur-
face (or by testing with a magnet). Do not sand alu-
minum valves or plugs under any circumstances.
This practice could damage the special coating
causing the valves/plugs to stick and bind.
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
butdo 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.
Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing and
transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
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 han-
dling.
The only serviceable valve body components are
listed below. The remaining valve body components
are serviced only as part of a complete valve body
assembly. Serviceable parts are:
²dual solenoid and harness assembly
²solenoid gasket
²solenoid case connector O-rings and shoulder
bolt
²switch valve and spring
Fig. 310 Accumulator Housing Components
1 - ACCUMULATOR PISTON
2 - 3-4 ACCUMULATOR HOUSING
3 - TEFLON SEALS
4 - PISTON SPRING
5 - COVER PLATE AND SCREWS
21 - 166 AUTOMATIC TRANSMISSION - 42REWJ
VALVE BODY (Continued)