1995 JEEP CHEROKEE Service Repair Manual

transmission jacking battery window fuse box diagram tire size

Load previous 8 pages

Page 1441 of 2198

JEEP CHEROKEE 1995 Service Repair Manual (15) Apply 3 mm (1/8 in.) wide bead of Mopar Gas-
ket Maker, or Loctite 518 to sealing surface of
adapter or extension housing. Keep sealer bead in-
side bolt holes as shown in Figure 111.
(16) Align

Page 1442 of 2198

JEEP CHEROKEE 1995 Service Repair Manual (20) Install detent access plug (Fig. 122). Tighten
plug to 19 Nzm (14 ft. lbs.) torque.
(21) Lubricate shift arm shaft and install it in
adapter housing (Fig. 123).
(22) Position shift arm in adapter

Page 1443 of 2198

JEEP CHEROKEE 1995 Service Repair Manual (28) Position new shift tower gasket on adapter
housing (Fig 127).
(29) Install shift tower (Fig. 128). Tighten tower
attaching bolts to 18 Nzm (13 ft. lbs.) torque.(30) Install new gasket on backup l

Page 1444 of 2198

JEEP CHEROKEE 1995 Service Repair Manual 30RH/32RH AUTOMATIC TRANSMISSION
GENERAL INFORMATION
INDEX
page page
Recommended Fluid....................... 67
Torque Converter......................... 67
Transmission Application..................

30RH/32RH AUTOMATIC TRANSMISSION
GENERAL INFORMATION
INDEX
page page
Recommended Fluid....................... 67
Torque Converter......................... 67
Transmission Application.................... 67
Transmission Changes and Parts Interchangeability.. 67
Transmission Controls and Components........ 67
Transmission Identification.................. 67
TRANSMISSION APPLICATION
Chrysler 30RH and 32RH automatic transmissions
are used in XJ/YJ models. Both are 3-speed auto-
matic transmissions with a gear-type oil pump, two
clutches and bands and a planetary gear system (Fig.
1).
The 30RH is used in XJ/YJ models with a 2.5L en-
gine. The 32RH is used in YJ models with a 4.0L en-
gine.
TORQUE CONVERTER
A three element, torque converter is used for all
applications. The converter consists of an impeller,
stator, and turbine.
The converter used with 30RH/32RH transmissions
has a converter clutch. The clutch is engaged by an
electrical solenoid and mechanical module on the
valve body. The solenoid is operated by the power-
train control module.
The torque converter is a welded assembly and is
not a repairable component. The converter is serviced
as an assembly.
RECOMMENDED FLUID
The recommended and preferred fluid for 30RH/
32RH transmissions is Mopar ATF Plus, Type 7176.
Dexron II is not really recommended and should
only be used when ATF Plus is not available.
TRANSMISSION IDENTIFICATION
The transmission identification numbers are
stamped on the left side of the case just above the oil
pan gasket surface (Fig. 2). The first set of numbers
is the transmission part number. The next set of code
numbers set is the date of build. The final set of code
numbers represents the transmission serial number.
TRANSMISSION CHANGES AND PARTS
INTERCHANGEABILITY
1995 transmissions are similar to previous models
but only in appearance. Current transmissions are
dimensionally different. Do not interchange new/oldparts. Different dimensions, fluid passages, input/
output shafts, cases, bands, valve bodies and gover-
nor assemblies are just a few of the changed items.
CAUTION: Special bolts are used to attach the
driveplate to the crankshaft on models with a 2.5L
engine and 30RH transmission,. These bolts have a
smaller hex head for torque converter clearance.
DO NOT interchange these bolts with similar size
bolts for any reason.
Different governor weight assemblies are used in
30RH/32RH transmissions. The 30RH weight assem-
bly is much the same as in previous years. However,
the 32RH has a three stage governor weight assem-
bly consisting of the outer weight, a smaller weight
spring, and a new intermediate weight. Refer to the
overhaul and in-vehicle service sections for more de-
tailed information.
Plastic check balls are now used in many 30RH/
32RH valve bodies. The new check balls entered pro-
duction as a running change. Plastic and steel check
balls are not interchangeable.
A converter drainback check valve has been added
to the fluid cooler system. The one-way valve is lo-
cated in the transmission outlet (pressure) line. The
valve prevents fluid drainback when the vehicle is
parked for lengthy periods.
TRANSMISSION CONTROLS AND COMPONENTS
The transmission hydraulic control system per-
forms five basic functions, which are:
²pressure supply
²pressure regulation
²flow control
²clutch/band apply and release
²lubrication
Pressure Supply And Regulation
The oil pump generates the fluid working pressure
needed for operation and lubrication. The pump is
J30RH/32RH AUTOMATIC TRANSMISSION 21 - 67

Page 1445 of 2198

JEEP CHEROKEE 1995 Service Repair Manual Fig. 1 30RH/32RH Automatic Transmission
21 - 68 30RH/32RH AUTOMATIC TRANSMISSIONJ

Page 1446 of 2198

JEEP CHEROKEE 1995 Service Repair Manual driven by the torque converter. The converter is con-
nected to the engine crankshaft through the drive-
plate.
The pressure regulator valve maintains line pres-
sure. The regulator valve is located i

driven by the torque converter. The converter is con-
nected to the engine crankshaft through the drive-
plate.
The pressure regulator valve maintains line pres-
sure. The regulator valve is located in the valve body.
The amount of line pressure developed is controlled
by throttle pressure, which is dependent on the de-
gree of throttle opening.
The governor valve is operated by the transmission
output shaft. Governor pressure increases approxi-
mately in proportion to vehicle speed.
The throttle valve determines line pressure and
shift speed. The throttle valve also controls upshift
and downshift speeds by regulating pressure in con-
junction with throttle position.
Shift Valves
The manual valve is operated by the gearshift link-
age and provides the operating range selected by the
driver.
The 1-2 shift valve provides automatic 1-2 or 2-1
shifts and the 2-3 shift valve provides automatic 2-3
or 3-2 shifts. The kickdown valve provides forced 3-2
or 3-1 downshifts depending on vehicle speed. Down-
shifts occur when the throttle is opened beyond
downshift detent position which is just before wide
open throttle.
The 2-3 valve throttle pressure plug provides 3-2
downshifts with varying throttle openings and de-
pending on vehicle speed. The 1-2 shift control valve
transmits 1-2 shift pressure to the accumulator pis-
ton to control kickdown band capacity on 1-2 upshifts
and 3-2 downshifts.The shuttle valve has two functions. First is fast
front band release and smooth engagement during
lift-foot 2-3 upshifts. The second is to regulate front
clutch and band application during 3-2 downshifts.
Clutches-Bands-Servos-Accumulator
The front/rear clutch pistons and servo pistons are
actuated by line pressure. When line pressure is re-
moved, the pistons are released by spring tension.
On 2-3 upshifts, the front servo piston is released
by spring tension and hydraulic pressure. The accu-
mulator controls hydraulic pressure on the apply side
of the front servo during 1-2 upshifts and at all
throttle openings.
Converter Clutch Controls
Converter clutch operation is controlled by the
power train control module, and by the solenoid and
clutch module on the valve body. The solenoid is op-
erated by a relay on the engine compartment side of
the dash panel.
Activating the solenoid opens a vent allowing fluid
to flow into the clutch module. When line pressure
exceeds tension of the module valve springs, the
module valves open. This allows fluid to be chan-
neled to the converter clutch through the reaction
shaft support and transmission shaft.
Gearshift And Park Lock Controls
The gearshift lever provides six operating positions:
Park (P), Reverse (R), Neutral (N), and the D, 2 and
1 forward drive ranges.
Manual 1 position provides first gear only. Overrun
braking occurs in 1 range when the throttle is re-
leased. Upshifts are not provided in 1 range.
Manual 2 range provides first and second gear. A
1-2 upshift will take place but a 2-3 upshift will not
occur.
D position provides 1-2, 2-3 upshifts and 3-2 and
3-1 downshifts.
Park position allows the park rod to move the park
pawl into engagement with the park gear. This pre-
vents rotation of the transmission output shaft. The
park lock mechanism is only engaged when the shift
lever is in the Park detent.
A park/neutral position switch controls engine
starting. The switch is designed to allow engine
starts only in park or neutral positions.
Fig. 2 Transmission Identification
J30RH/32RH AUTOMATIC TRANSMISSION 21 - 69

Page 1447 of 2198

JEEP CHEROKEE 1995 Service Repair Manual 30RH/32RH TRANSMISSION DIAGNOSIS
INDEX
page page
Air Pressure Test......................... 74
Analyzing the Road Test.................... 71
Converter Housing Leak Diagnosis............ 75
Converter

30RH/32RH TRANSMISSION DIAGNOSIS
INDEX
page page
Air Pressure Test......................... 74
Analyzing the Road Test.................... 71
Converter Housing Leak Diagnosis............ 75
Converter Stall Test........................ 74
Diagnosis Guides and Charts................ 77
Effects of Incorrect Fluid Level............... 71
Fluid Level Check......................... 70Gearshift Cable/Linkage Adjustment........... 71
General Information....................... 70
Hydraulic Pressure Test.................... 72
Preliminary Diagnosis...................... 70
Road Test............................... 71
Transmission Throttle Valve Cable Adjustment.... 71
GENERAL INFORMATION
Automatic transmission problems are generally a
result of:
²poor engine performance
²incorrect fluid level
²incorrect throttle valve cable adjustment
²incorrect band adjustment
²incorrect hydraulic control pressure adjustments
²hydraulic component malfunctions
²mechanical component malfunctions.
Begin diagnosis by checking the easily accessible
items such as fluid level, fluid condition and control
linkage adjustment. A road test will determine if fur-
ther diagnosis is necessary.
Procedures outlined in this section should be per-
formed in the following sequence to realize the most
accurate results:
²Preliminary diagnosis
²Check fluid level and condition
²Check control linkage Adjustment
²Road test
²Stall test
²Hydraulic pressure test
²Air pressure tests
²Leak test
²Analyze test results and consult diagnosis charts
PRELIMINARY DIAGNOSIS
Two basic procedures are required. One procedure
for vehicles that are driveable and an alternate pro-
cedure for disabled vehicles (will not back up or move
forward).
Vehicle Is Driveable
(1) Check fluid level and condition.
(2) Adjust throttle cable and gearshift linkage if
complaint was based on delayed, erratic, or harsh
shifts.
(3) Road test vehicle and note transmission operat-
ing characteristics.(4) Perform stall test if complaint is based on slug-
gish, low speed acceleration or abnormal throttle
opening needed to maintain normal speeds with
properly tuned engine.
(5) Perform hydraulic pressure tests.
(6) Perform air pressure test to check clutch-band
operation.
Vehicle Is Disabled
(1) Check fluid level and condition.
(2) Check for broken, disconnected throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose,
missing pressure port plugs.
(4) Raise vehicle, start engine, shift transmission
into gear and note following:
(a) If propeller shafts turn but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shafts do 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 shafts do not turn and transmis-
sion is not noisy, perform hydraulic pressure test to
determine if problem is a hydraulic or mechanical.
FLUID LEVEL CHECK
Transmission fluid level should be checked monthly
under normal operation. If the vehicle is used for
trailer towing or similar heavy load hauling, check
fluid level and condition weekly.
Fluid level is checked with the engine running at
curb idle speed, the transmission in Neutral and the
transmission fluid at normal operating temperature.
FLUID LEVEL CHECK PROCEDURE
(1) Transmission fluid must be at normal operating
temperature for accurate fluid level check. Drive ve-
hicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82ÉC (180ÉF).
(2) Position vehicle on level surface. This is ex-
tremely important for accurate fluid level check.
(3) Start and run engine at curb idle speed.
21 - 70 30RH/32RH TRANSMISSION DIAGNOSISJ

Page 1448 of 2198

JEEP CHEROKEE 1995 Service Repair Manual (4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to Neutral.
(6) Clean top of filler tube and dipstick to keep dirt
from entering tube.
(

(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to Neutral.
(6) Clean top of filler tube and dipstick to keep dirt
from entering tube.
(7) Remove dipstick and check fluid level as fol-
lows:
(a) Dipstick has three fluid level indicator levels
(Fig. 1) which are: a MIN dot, an OK crosshatch
area, and a MAX fill arrow.
(b) Correct maximum level is to MAX arrow
mark. Correct acceptable level is to OK mark in
crosshatch area.
(c) Incorrect level is at or below MIN dot.
(d) If fluid is low, add only enough Mopar ATF
Plus to restore correct level. Do not overfill.
CAUTION: Do not overfill the transmission. Overfill-
ing may cause leakage out the pump vent which
can be mistaken for a pump seal leak. Overfilling
will also cause fluid aeration and foaming as the ex-
cess fluid is picked up and churned by the gear
train. This will significantly reduce fluid life.
EFFECTS OF INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn
the fluid into foam. This aerates the fluid causing the
same conditions that occur with a low level.
In either case, air bubbles cause fluid overheating,
oxidation and varnish buildup which interferes with
valve, clutch and servo operation. Foaming also
causes fluid expansion which can result in fluid over-
flow from the transmission vent or fill tube. Fluid
overflow can easily be mistaken for a leak if inspec-
tion is not careful.
TRANSMISSION THROTTLE VALVE CABLE
ADJUSTMENT
Throttle cable adjustment is important to proper
operation. This adjustment positions the throttle
valve which controls shift speed, quality and part
throttle downshift sensitivity.
If cable adjustment setting is too short, early shifts
and slippage between shifts may occur. If the setting
is too long, shifts may be delayed and part throttle
downshifts may be very sensitive. Refer to the In-Ve-
hicle Service section for adjustment procedure.
GEARSHIFT CABLE/LINKAGE ADJUSTMENT
Gearshift cable/linkage adjustment is important be-
cause it positions the valve body manual valve. Incor-
rect adjustment will cause creeping in Neutral,
premature clutch wear, delayed engagement in any
gear, or a no-start in Park or Neutral position.Proper operation of the neutral start switch will
provide a quick check on adjustment. Refer to the In-
Vehicle Service section for adjustment procedure.
ROAD TEST
Before road testing, be sure the fluid level and all
cable/linkage adjustments have been checked and ad-
justed if necessary.
Observe engine performance during the road test. A
poorly tuned engine will not allow an accurate anal-
ysis of transmission operation.
Operate the transmission in all gear ranges. Check
for slippage and shift variations. Note whether the
shifts are harsh, spongy, delayed, early, or if part
throttle downshifts are sensitive.
Watch closely for slippage or engine flare which
usually indicates clutch, band or overrunning clutch
problems. If the condition is advanced, an overhaul
may 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 (Fig. 3) provides a basis for analyzing road
test results.
ANALYZING THE ROAD TEST
Refer to the Clutch and Band Application chart
(Fig. 3) and note which elements are in use in the
various gear ranges.
The rear clutch is applied in all forward ranges (D,
2, 1). The overrunning clutch is applied in first gear
(D and 2 range only). The rear band is applied in 1
and R range only.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the overrunning
Fig. 3 Clutch And Band Application Chart
J30RH/32RH TRANSMISSION DIAGNOSIS 21 - 71

Load next 8 pages

Page: < prev 1-10 ... 1409-1416 1417-1424 1425-1432 1433-1440 1441-1448 1449-1456 1457-1464 1465-1472 1473-1480 ... 2200 next >

transmission key fob battery dashboard warning lights oil viscosity wheel adblue reset