turn JEEP GRAND CHEROKEE 2002 WJ / 2.G Workshop Manual

REVERSE POWERFLOW
When the gear selector is moved into the
REVERSE position (Fig. 5), the front clutch and the
rear band are applied. With the application of the
front clutch, engine torque is applied to the sun gear,
turning it in a clockwise direction. The clockwise
rotation of the sun gear causes the rear planet pin-
ions to rotate against engine rotation in a counter-
clockwise direction. The rear band is holding the low
reverse drum, which is splined to the rear carrier.
Since the rear carrier is being held, the torque fromthe planet pinions is transferred to the rear annulus
gear, which is splined to the output shaft. The output
shaft in turn rotates with the annulus gear in a
counterclockwise direction giving a reverse gear out-
put. The entire transmission of torque is applied to
the rear planetary gearset only. Although there is
torque input to the front gearset through the sun
gear, no other member of the gearset is being held.
During the entire reverse stage of operation, the
front planetary gears are in an idling condition.
Fig. 5 Reverse Powerflow
1 - FRONT CLUTCH ENGAGED 5 - OUTPUT SHAFT
2 - OUTPUT SHAFT 6 - INPUT SHAFT
3 - LOW/REVERSE BAND APPLIED 7 - FRONT CLUTCH ENGAGED
4 - INPUT SHAFT 8 - LOW/REVERSE BAND APPLIED
WJAUTOMATIC TRANSMISSION - 42RE 21 - 7
AUTOMATIC TRANSMISSION - 42RE (Continued)

FIRST GEAR POWERFLOW
When the gearshift lever is moved into the DRIVE
position the transmission goes into first gear (Fig. 6).
As soon as the transmission is shifted from PARK or
NEUTRAL to DRIVE, the rear clutch applies, apply-
ing the rear clutch pack to the front annulus gear.
Engine torque is now applied to the front annulus
gear turning it in a clockwise direction. With the
front annulus gear turning in a clockwise direction, it
causes the front planets to turn in a clockwise direc-
tion. The rotation of the front planets cause the sun
to revolve in a counterclockwise direction. The sun
gear now transfers its counterclockwise rotation tothe rear planets which rotate back in a clockwise
direction. With the rear annulus gear stationary, the
rear planet rotation on the annulus gear causes the
rear planet carrier to revolve in a counterclockwise
direction. The rear planet carrier is splined into the
low-reverse drum, and the low reverse drum is
splined to the inner race of the over-running clutch.
With the over-running clutch locked, the planet car-
rier is held, and the resulting torque provided by the
planet pinions is transferred to the rear annulus
gear. The rear annulus gear is splined to the output
shaft and rotated along with it (clockwise) in an
underdrive gear reduction mode.
Fig. 6 First Gear Powerflow
1 - OUTPUT SHAFT 5 - OVER-RUNNING CLUTCH HOLDING
2 - OVER-RUNNING CLUTCH HOLDING 6 - INPUT SHAFT
3 - REAR CLUTCH APPLIED 7 - REAR CLUTCH APPLIED
4 - OUTPUT SHAFT 8 - INPUT SHAFT
21 - 8 AUTOMATIC TRANSMISSION - 42REWJ
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)

DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2-3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clock-
wise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the frontannulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
Fig. 8 Direct Drive Powerflow
1 - FRONT CLUTCH APPLIED 6 - INPUT SHAFT
2 - OVER-RUNNING CLUTCH FREE-WHEELING 7 - OVER-RUNNING CLUTCH FREE-WHEELING
3 - OUTPUT SHAFT 8 - REAR CLUTCH APPLIED
4 - REAR CLUTCH APPLIED 9 - FRONT CLUTCH APPLIED
5 - OUTPUT SHAFT 10 - INPUT SHAFT
21 - 10 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)

FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically con-
trolled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not ener-
gized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
overdrive control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the over-
drive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accel-
erating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incor-
rect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system mal-
functions or electrical/mechanical component mal-
functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A
road test will determine if further diagnosis is neces-
sary.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if com-
plaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis 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, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Applica-
tion chart provides a basis for analyzing road test
results.
WJAUTOMATIC TRANSMISSION - 42RE 21 - 11
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)

Test Four - Transmission In Reverse
NOTE: This test checks pump output, pressure reg-
ulation and the front clutch and rear servo circuits.
Use 300 psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward from full forward position. This is Reverse
range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 -
280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
NOTE: This test checks governor operation by mea-
suring governor pressure response to changes in
vehicle speed. It is usually not necessary to check
governor operation unless shift speeds are incor-
rect or if the transmission will not downshift. The
test should be performed on the road or on a hoist
that will allow the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
²Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotat-
ing.
²If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pres-
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7) Compare results of pressure test with analysis
chart.Test Six - Transmission In Overdrive Fourth Gear
NOTE: This test checks line pressure at the over-
drive clutch in fourth gear range. Use 300 psi Test
Gauge C-3293-SP for this test. The test should be
performed on the road or on a chassis dyno.
(1) Remove tachometer; it is not needed for this
test.
(2) Move 300 psi Gauge to overdrive clutch pres-
sure test port. Then remove other gauge and reinstall
test port plug.
(3) Lower vehicle.
(4) Turn OD switch on.
(5) Secure test gauge so it can be viewed from
drivers seat.
(6) Start engine and shift into D range.
(7) Increase vehicle speed gradually until 3-4 shift
occurs and note gauge pressure.
(8) Pressure should be 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90-
120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION INDICATION
Line pressure OK during
any one testPump and regulator
valve OK
Line pressure OK in R
but low in D, 2, 1Leakage in rear clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear RangeOverdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and RLeakage in front clutch
area
Pressure OK in 2 but low
in R and 1Leakage in rear servo
Front servo pressure in 2 Leakage in servo; broken
servo ring or cracked
servo piston
Pressure low in all
positionsClogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speedGovernor pressure
solenoid valve system
fault. Refer to diagnostic
book.
21 - 14 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)

leaks are generally deposited on the housing and not
on the converter.
TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
(1) Leaks at the weld joint around the outside
diameter weld (Fig. 12).
(2) Leaks at the converter hub weld (Fig. 12).
CONVERTER HOUSING AREA LEAK CORRECTION
(1) Remove converter.
(2) Tighten front band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out when oil pump is
removed.
(3) Remove oil pump and remove pump seal.
Inspect pump housing drainback and vent holes for
obstructions. Clear holes with solvent and wire.
(4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is
scored, either polish it with crocus cloth or replace
converter.(5) Install new pump seal, O-ring, and gasket.
Replace oil pump if cracked, porous or damaged in
any way. Be sure to loosen the front band before
installing the oil pump, damage to the oil pump seal
may occur if the band is still tightened to the front
clutch retainer.
(6) Loosen kickdown lever pin access plug three
turns. Apply LoctiteŸ 592, or PermatextNo.2to
plug threads and tighten plug to 17 N´m (150 in. lbs.)
torque.
(7) Adjust front band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install con-
verter.
(9) Install transmission and converter housing
dust shield.
(10) Lower vehicle.
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS
The diagnosis charts provide additional reference
when diagnosing a transmission fault. The charts
provide general information on a variety of transmis-
sion, overdrive unit and converter clutch fault condi-
tions.
The hydraulic flow charts in the Schematics and
Diagrams section of this group, outline fluid flow and
hydraulic circuitry. Circuit operation is provided for
PARK, NEUTRAL, FIRST, SECOND, THIRD,
FOURTH, MANUAL FIRST, MANUAL SECOND,
and REVERSE gear ranges. Normal working pres-
sures are also supplied for each of the gear ranges.
Fig. 11 Converter Housing Leak Paths
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
Fig. 12 Converter Leak Points - Typical
1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
21 - 16 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
SHIFTS DELAYED OR
ERRATIC (SHIFTS
ALSO HARSH AT
TIMES)1. Fluid Level Low/High. 1. Correct fluid level and check for leaks if low.
2. Fluid Filter Clogged. 2. Replace filter. If filter and fluid contained clutch
material or metal particles, an overhaul may be
necessary. Perform lube flow test.
3. Throttle Linkage Mis-adjusted. 3. Adjust linkage as described in service section.
4. Throttle Linkage Binding. 4. Check cable for binding. Check for return to
closed throttle at transmission.
5. Gearshift Linkage/Cable
Mis-adjusted.5. Adjust linkage/cable as described in service
section.
6. Clutch or Servo Failure. 6. Remove valve body and air test clutch, and
band servo operation. Disassemble and repair
transmission as needed.
7. Governor Circuit Electrical Fault. 7. Test using DRBTscan tool and repair as
required.
8. Front Band Mis-adjusted. 8. Adjust band.
9. Pump Suction Passage Leak. 9. Check for excessive foam on dipstick after
normal driving. Check for loose pump bolts,
defective gasket. Replace pump assembly if
needed.
NO REVERSE (D
RANGES OK)1. Gearshift Linkage/Cable
Mis-adjusted/Damaged.1. Repair or replace linkage parts as needed.
2. Park Sprag Sticking. 2. Replace overdrive annulus gear.
3. Rear Band Mis-adjusted/Worn. 3. Adjust band; replace.
4. Valve Body Malfunction. 4. Remove and service valve body. Replace valve
body if any valves or valve bores are worn or
damaged.
5. Rear Servo Malfunction. 5. Remove and disassemble transmission.
Replace worn/damaged servo parts as necessary.
6. Direct Clutch in Overdrive Worn. 6. Disassemble overdrive. Replace worn or
damaged parts.
7. Front Clutch Burnt. 7. Remove and disassemble transmission.
Replace worn, damaged clutch parts as required.
HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)1. Governor Circuit Electrical Fault. 1. Test using DRBTscan tool and repair as
required.
2. Valve Body Malfunction. 2. Repair stuck 1-2 shift valve or governor plug.
3. Front Servo/Kickdown Band
Damaged/Burned.3. Repair/replace.
MOVES IN 2ND OR
3RD GEAR,
ABRUPTLY
DOWNSHIFTS TO
LOW1. Valve Body Malfunction. 1. Remove, clean and inspect. Look for stuck 1-2
valve or governor plug.
WJAUTOMATIC TRANSMISSION - 42RE 21 - 19
AUTOMATIC TRANSMISSION - 42RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO LOW GEAR
(MOVES IN 2ND OR
3RD GEAR ONLY)1. Governor Circuit Electrical Fault. 1. Test with DRBTscan tool and repair as
required.
2. Valve Body Malfunction. 2. Remove, clean and inspect. Look for sticking
1-2 shift valve, 2-3 shift valve, governor plug or
broken springs.
3. Front Servo Piston Cocked in
Bore.3. Inspect servo and repair as required.
4. Front Band Linkage Malfunction 4. Inspect linkage and look for bind in linkage.
NO KICKDOWN OR
NORMAL
DOWNSHIFT1. Throttle Linkage Mis-adjusted. 1. Adjust linkage.
2. Accelerator Pedal Travel
Restricted.2. Verify floor mat is not under pedal, repair worn
accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures
Too High or Too Low Due to Valve
Body Malfunction or Incorrect
Hydraulic Control Pressure
Adjustments.3. Perform hydraulic pressure tests to determine
cause and repair as required. Correct valve body
pressure adjustments as required.
4. Governor Circuit Electrical Fault. 4. Test with DRBTscan tool and repair as
required.
5. Valve Body Malfunction. 5. Perform hydraulic pressure tests to determine
cause and repair as required. Correct valve body
pressure adjustments as required.
6. TPS Malfunction. 6. Replace sensor, check with DRBTscan tool.
7. PCM Malfunction. 7. Check with DRBTscan tool and replace if
required.
8. Valve Body Malfunction. 8. Repair sticking 1-2, 2-3 shift valves, governor
plugs, 3-4 solenoid, 3-4 shift valve, 3-4 timing
valve.
STUCK IN LOW
GEAR (WILL NOT
UPSHIFT)1. Throttle Linkage Mis-adjusted/
Stuck.1. Adjust linkage and repair linkage if worn or
damaged. Check for binding cable or missing
return spring.
2. Gearshift Linkage Mis-adjusted. 2. Adjust linkage and repair linkage if worn or
damaged.
3. Governor Component Electrical
Fault.3. Check operating pressures and test with DRBT
scan tool, repair faulty component.
4. Front Band Out of Adjustment. 4. Adjust Band.
5. Clutch or Servo Malfunction. 5. Air pressure check operation of clutches and
bands. Repair faulty component.
CREEPS IN
NEUTRAL1. Gearshift Linkage Mis-adjusted. 1. Adjust linkage.
2. Rear Clutch Dragging/Warped. 2. Disassemble and repair.
3. Valve Body Malfunction. 3. Perform hydraulic pressure test to determine
cause and repair as required.
21 - 20 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)