Failure JEEP GRAND CHEROKEE 2003 WJ / 2.G Workshop Manual

STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
Measuring the oil pump output volume will deter-
mine if sufficient oil flow to the transmission oil
cooler exists, and whether or not an internal trans-
mission failure is present.
Verify that the transmission fluid is at the proper
level. Refer to the Fluid Level Check procedure in
this section. If necessary, fill the transmission to the
proper level with MopartATF +4, type 9602, Auto-
matic Transmission Fluid.
(1) Disconnect theTo coolerline at the cooler
inlet and place a collecting container under the dis-
connected line.CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or inter-
nal damage to the transmission may occur.
(2) Run the engineat 1800 rpm, with the shift
selector in neutral. Verify that the transmission fluid
temperature is below 104.5É C (220É F) for this test.
(3) If one quart of transmission fluid is collected in
the container in 30 seconds or less, oil pump flow vol-
ume is within acceptable limits. If fluid flow is inter-
mittent, or it takes more than 30 seconds to collect
one quart of fluid, refer to the Hydraulic Pressure
tests in this section for further diagnosis.
(4) Re-connect theTo coolerline to the transmis-
sion cooler inlet.
Fig. 90 Oil Pump Reaction Shaft
1 - PUMP HOUSING 4 - SEAL RING (5)
2 - SEAL 5 - REACTION SHAFT SUPPORT
3 - OIL FILTER SEAL 6 - PUMP VALVE BODY
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 249
OIL PUMP (Continued)

A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where 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.
OPERATION
When an electrical current is applied to the sole-
noid 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.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 109) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump
and contains an o-ring seal to better control oil flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 109 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2-STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
21 - 264 AUTOMATIC TRANSMISSION - 545RFEWJ
SOLENOIDS (Continued)

(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
TRANSMISSION CONTROL
RELAY
DESCRIPTION
The relay is supplied fused B+ voltage, energized
by the TCM, and is used to supply power to the sole-
noid pack when the transmission is in normal oper-
ating mode.
OPERATION
When the relay is ªoffº, no power is supplied to the
solenoid pack and the transmission is in ªlimp-inº
mode. After a controller reset, the TCM energizes the
relay. Prior to this, the TCM verifies that the con-
tacts are open by checking for no voltage at the
switched battery terminals. After this is verified, the
voltage at the solenoid pack pressure switches is
checked. After the relay is energized, the TCM mon-
itors the terminals to verify that the voltage is
greater than 3 volts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is part of
the solenoid module, which is mounted to the top of
the valve body inside the transmission.
The Transmission Range Sensor (TRS) has five
switch contact pins that:
²Determine shift lever position
²Supply ground to the Starter Relay in Park and
Neutral only.
²Supply +12 V to the backup lamps in Reverse
only.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transmission
temperature to the TCM and PCM.
OPERATION
The Transmission Range Sensor (TRS) communi-
cates shift lever position to the TCM as a combina-
tion of open and closed switches. Each shift lever
position has an assigned combination of switch states
(open/closed) that the TCM receives from four sense
circuits. The TCM interprets this information and
determines the appropriate transmission gear posi-
tion and shift schedule.
There are many possible combinations of open and
closed switches (codes). Seven of these possible codes
are related to gear position and five are recognized
as ªbetween gearº codes. This results in many codes
which shouldnever occur. These are called
ªinvalidº codes. An invalid code will result in a DTC,
and the TCM will then determine the shift lever
position based on pressure switch data. This allows
reasonably normal transmission operation with a
TRS failure.
GEAR C5 C4 C3 C2 C1
ParkCL OP OP CL CL
Temp 1CL OP OP CL OP
ReverseOP OP OP CL OP
Temp 2OP OP CL CL OP
Neutral 1OP OP CL CL CL
Neutral 2OP CL CL CL CL
Temp 3OP CL CL CL OP
DriveOP CL CL OP OP
Temp 4OP CL OP OP OP
Manual 2CL CL OP OP OP
Temp 5CL OP OP OP OP
Manual 1CL OP CL OP OP
Fig. 117 Checking Torque Converter Seating-Typical
1 - SCALE
2 - STRAIGHTEDGE
21 - 270 AUTOMATIC TRANSMISSION - 545RFEWJ
TORQUE CONVERTER (Continued)

TRANSMISSION SOLENOID/
TRS ASSEMBLY
DESCRIPTION
The transmission solenoid/TRS assembly is inter-
nal to the transmission and mounted on the valve
body assembly (Fig. 118). The assembly consists of
six solenoids that control hydraulic pressure to the
six friction elements (transmission clutches), and the
torque converter clutch. The pressure control sole-
noid is located on the side of the solenoid/TRS assem-
bly. The solenoid/TRS assembly also contains five
pressure switches that feed information to the TCM.
OPERATION
SOLENOIDS
Solenoids are used to control the L/R, 2C, 4C, OD,
and UD friction elements. The reverse clutch is con-
trolled by line pressure and the position of the man-
ual valve in the valve body. All the solenoids are
contained within the Solenoid and Pressure Switch
Assembly. The solenoid and pressure switch assembly
contains one additional solenoid, Multi-Select (MS),
which serves primarily to provide 2nd and 3rd gear
limp-in operation.The solenoids receive electrical power from the
Transmission Control Relay through a single wire.
The TCM energizes or operates the solenoids individ-
ually by grounding the return wire of the solenoid as
necessary. When a solenoid is energized, the solenoid
valve shifts, and a fluid passage is opened or closed
(vented or applied), depending on its default operat-
ing state. The result is an apply or release of a fric-
tional element.
The MS and UD solenoids are normally applied to
allow transmission limp-in in the event of an electri-
cal failure.
The continuity of the solenoids and circuits are
periodically tested. Each solenoid is turned on or off
depending on its current state. An inductive spike
should be detected by the TCM during this test. If no
spike is detected, the circuit is tested again to verify
the failure. In addition to the periodic testing, the
solenoid circuits are tested if a speed ratio or pres-
sure switch error occurs.
PRESSURE SWITCHES
The TCM relies on five pressure switches to moni-
tor fluid pressure in the L/R, 2C, 4C, UD, and OD
hydraulic circuits. The primary purpose of these
switches is to help the TCM detect when clutch cir-
cuit hydraulic failures occur. The switches close at 23
psi and open at 11 psi, and simply indicate whether
or not pressure exists. The switches are continuously
monitored by the TCM for the correct states (open or
closed) in each gear as shown in the following chart:
GEAR L/R 2C 4C UD OD
ROP OP OP OP OP
P/NCL OP OP OP OP
1STCL* OP OP CL OP
2NDOP CL OP CL OP
2ND
PRIMEOP OP CL CL OP
DOP OP OP CL CL
4THOP OP CL OP CL
5THOP CL OP OP CL
*L/R is closed if output speed is below 100 rpm in
Drive and Manual 2. L/R is open in Manual 1.
A Diagnostic Trouble Code (DTC) will set if the
TCM senses any switch open or closed at the wrong
time in a given gear.
Fig. 118 Transmission Solenoid/TRS Assembly
1 - PRESSURE CONTROL SOLENOID
2 - TRANSMISSION RANGE SELECTOR PLATE
3 - 23-WAY CONNECTOR
4 - SOLENOID PACK
5 - TRANSMISSION RANGE SENSOR
6 - VALVE BODY
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 271

REMOVAL
(1) Remove the valve body from the transmission
(Fig. 119).
(2) Remove the screws holding the transmission
solenoid/TRS assembly onto the valve body (Fig. 120).
(3) Separate the transmission solenoid/TRS assem-
bly from the valve body.
INSTALLATION
(1) Place TRS selector plate in the PARK position.
(2) Position the transmission solenoid/TRS assem-
bly onto the valve body. Be sure that both alignment
dowels are fully seated in the valve body and that
the TRS switch contacts are properly positioned in
the selector plate
(3) Install the screws to hold the transmission
solenoid/TRS assembly onto the valve body.
(4) Tighten the solenoid assembly screws adjacent
to the arrows cast into the bottom of the valve body
first. Tighten the screws to 5.7 N´m (50 in.lbs.).
(5) Tighten the remainder of the solenoid assembly
screws to 5.7 N´m (50 in.lbs.).
(6) Install the valve body into the transmission.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
The transmission temperature sensor is a ther-
mistor that is integral to the Transmission Range
Sensor (TRS).
OPERATION
The transmission temperature sensor is used by
the TCM to sense the temperature of the fluid in the
sump. Since fluid temperature can affect transmis-
sion shift quality and convertor lock up, the TCM
requires this information to determine which shift
schedule to operate in.
Calculated Temperature
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs:
²Battery (ambient) temperature
²Engine coolant temperature
²In-gear run time since start-up
Fig. 119 Valve Body Bolts
1 - VALVE BODY TO CASE BOLT (6)
Fig. 120 Ttransmission Solenoid/TRS Assembly
Screws
1 - SOLENOID PACK BOLTS (15)
21 - 272 AUTOMATIC TRANSMISSION - 545RFEWJ
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)

(7) Install snap-ring to hold input/low range gear
into front bearing (Fig. 47).
(8) Clean gasket sealer residue from retainer and
inspect retainer for cracks or other damage.
(9) Applya3mm(1/8 in.) bead of Mopartgasket
maker or silicone adhesive to sealing surface of
retainer.
(10) Align cavity in seal retainer with fluid return
hole in front of case.
CAUTION: Do not block fluid return cavity on seal-
ing surface of retainer when applying MoparTgas-
ket maker or silicone adhesive sealer. Seal failure
and fluid leak can result.
(11) Install bolts to hold retainer to transfer case
(Fig. 48). Tighten to 21 N´m (16 ft. lbs.) of torque.SHIFT FORKS AND MAINSHAFT
(1) Install new sector shaft O-ring and bushing
(Fig. 49).
(2) Install shift sector (Fig. 50).
(3) Install locking clutch spring, locking clutch,
blockout spring, and range clutch sleeve, to main-
shaft as shown in (Fig. 51). Install snap ring.
(4) Install drive sprocket hub to mainshaft and
manually load the needle bearings.
(5) Install new pads on range fork, if necessary.
Fig. 47 Install Input Gear Snap-Ring
1 - INPUT GEAR
2 - SNAP-RING
Fig. 48 Install Front Bearing Retainer
1 - FRONT BEARING RETAINER
Fig. 49 Sector O-Ring And Bushing Installation
1 - SECTOR BUSHING
2 - O-RING
Fig. 50 Shift Sector Installation
1 - SHIFT SECTOR
21 - 330 TRANSFER CASE - NV247WJ
TRANSFER CASE - NV247 (Continued)

TIRES
DESCRIPTION
DESCRIPTION - TIRES
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac-
teristics match the vehicle's requirements. With
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:
²Rapid acceleration
²Severe brake applications
²High speed driving
²Excessive speeds on turns
²Striking curbs and other obstacles
Radial-ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-
val shown in the section on Tire Rotation.(Refer to 22
- TIRES/WHEELS - STANDARD PROCEDURE),
This will help to achieve a greater tread life.
TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 12).
Performance tires have a speed rating letter after
the aspect ratio number. The speed rating is not
always printed on the tire sidewall. These ratings
are:
²Qup to 100 mph
²Sup to 112 mph
²Tup to 118 mph
²Uup to 124 mph
²Hup to 130 mph
²Vup to 149 mph
²Zmore than 149 mph (consult the tire manu-
facturer for the specific speed rating)
An All Season type tire will have eitherM+S,M
&SorM±S(indicating mud and snow traction)
imprinted on the side wall.
TIRE CHAINS
Tire snow chains may be used oncertainmodels.
Refer to the Owner's Manual for more information.
DESCRIPTION - RADIAL±PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail-
ure. This could also cause inaccurate wheel speed
signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
DESCRIPTION - TIRE INFLATION PRESSURES
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 13).
Over inflation will cause rapid center wear and
loss of the tire's ability to cushion shocks (Fig. 14).
Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
Fig. 12 Tire Identification
22 - 6 TIRES/WHEELSWJ

²Unsatisfactory ride
²Vehicle drift
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart provided with the vehi-
cles Owners Manual. A Certification Label on the
drivers side door pillar provides the minimum tire
and rim size for the vehicle. The label also list the
cold inflation pressure for these tires at full load
operation
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once a month. Tire
pressure decreases as the ambient temperature
drops. Check tire pressure frequently when ambient
temperature varies widely.
Tire inflation pressures are cold inflation pressure.
The vehicle must sit for at least 3 hours to obtain the
correct cold inflation pressure reading. Or be drivenless than one mile after sitting for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
per square inch (psi) during operation. Do not reduce
this normal pressure build-up.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND TREAD WEAR.
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY,
RESULTING IN LOSS OF VEHICLE CONTROL.
DESCRIPTION - TIRE PRESSURE FOR HIGH
SPEED
Where speed limits allow the vehicle to be driven
at high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressures
shown on the tire placard. For continuous speeds in
excess of 120 km/h (75 mph), tires must be inflated
to the maximum pressure specified on the tire side-
wall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
DESCRIPTION - REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
Fig. 13 Under Inflation Wear
1 - THIN TIRE THREAD AREAS
Fig. 14 Over Inflation Wear
1 - THIN TIRE THREAD AREA
WJTIRES/WHEELS 22 - 7
TIRES (Continued)

SPARE TIRE
DESCRIPTION - SPARE / TEMPORARY TIRE
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner's Manual for
complete details.
WHEELS
DESCRIPTION
The rim size is on the vehicle safety certification
label located on the drivers door shut face. The size
of the rim is determined by the drivetrain package.
Original equipment wheels/rims are designed for
operation up to the specified maximum vehicle capac-
ity.
All models use stamped steel, cast aluminum or
forged aluminum wheels. Every wheel has raised sec-
tions between the rim flanges and rim drop well
called safety humps (Fig. 18) .
Initial inflation of the tire forces the bead over
these raised sections. In case of rapid loss of air pres-
sure, the raised sections help hold the tire on the
wheel.
The wheel studs and nuts are designed for specific
applications. All aluminum and some steel wheels
have wheel stud nuts with an enlarged nose. This
enlarged nose is necessary to ensure proper retentionof the wheels. Do not use replacement studs or nuts
with a different design or lesser quality.
DIAGNOSIS AND TESTING - WHEEL
INSPECTION
Inspect wheels for:
²Excessive run out
²Dents or cracks
²Damaged wheel lug nut holes
²Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by hammer-
ing, heating or welding.
If a wheel is damaged an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
pilot hole and bolt circle of the wheel should be the
same as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT
REPLACEMENT WHEELS MAY ADVERSELY
AFFECT THE SAFETY AND HANDLING OF THE
VEHICLE. USED WHEELS ARE NOT RECOM-
MENDED. THE SERVICE HISTORY OF THE WHEEL
MAY HAVE INCLUDED SEVERE TREATMENT OR
VERY HIGH MILEAGE. THE RIM COULD FAIL WITH-
OUT WARNING.
STANDARD PROCEDURE - WHEEL
REPLACEMENT
The wheel studs and nuts are designed for specific
applications. They must be replaced with equivalent
parts. Do not use replacement parts of lesser quality
or a substitute design. All aluminum and some steel
wheels have wheel stud nuts which feature an
enlarged nose. This enlarged nose is necessary to
ensure proper retention of the aluminum wheels.
NOTE: Do not use chrome plated lug nuts with
chrome plated wheels.
Before installing the wheel, be sure to remove any
build up of corrosion on the wheel mounting surfaces.
Ensure wheels are installed with good metal-to-metal
contact. Improper installation could cause loosening
of wheel nuts. This could affect the safety and han-
dling of your vehicle.
To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be
tightened just snug. Gradually tighten them in
sequence to the proper torque specification.Never
use oil or grease on studs or nuts.
Wheels must be replaced if they have:
²Excessive runout
Fig. 18 Safety Rim
1 - FLANGE
2 - RIDGE
3 - WELL
22 - 10 TIRES/WHEELSWJ

²Bent or dented
²Leak air through welds
²Have damaged bolt holes
Wheel repairs employing hammering, heating, or
welding are not allowed.
Original equipment wheels are available through
your dealer. Replacement wheels from any other
source should be equivalent in:
²Load carrying capacity
²Diameter
²Width²Offset
²Mounting configuration
Failure to use equivalent replacement wheels may
affect the safety and handling of your vehicle.
Replacement withusedwheels is not recommended.
Their service history may have included severe treat-
ment.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Lug Nut
1/2 X 20 with 60É Cone115-150 85-115 Ð
STUDS
REMOVAL
CAUTION: Do not use a hammer to remove wheel
studs.
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove brake caliper, caliper adapter and
rotor,(Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
ICAL/ROTORS - REMOVAL).
(4) Remove stud from hub with Remover C-4150A
(Fig. 19).
INSTALLATION
CAUTION: Do not use a hammer to remove wheel
studs.
(1) Install the new stud into the hub flange.
(2) Install the three washers onto the stud, then
install the lug nut with the flat side of the nut
against the washers.
(3) Tighten the lug nut until the stud is pulled
into the hub flange. Verify that the stud is properly
seated into the flange.
(4) Remove the lug nut and washers.
(5) Install the brake rotor, caliper adapter, and
caliper,(Refer to 5 - BRAKES/HYDRAULIC/ME-
CHANICAL/DISC BRAKE CALIPERS - INSTALLA-
TION).(6) Install the wheel and tire assembly, use new
lug nut on stud or studs that were replaced.
(7) Remove the support and lower vehicle.Fig. 19 Wheel Stud Removal
1 - REMOVER
2 - WHEEL STUD
WJTIRES/WHEELS 22 - 11
WHEELS (Continued)