1995 JEEP YJ check engine

CONVERTER STALL TEST
Stall testing involves determining maximum engine
rpm obtainable at full throttle with the rear wheels
locked and the transmission in D range. This test
checks the holding ability of the converter overrun-
ning clutch and both of the transmission clutches.
When stall testing is completed, refer to the Stall
Speed Specifications chart and Stall Speed Diagnosis
guides.
WARNING: NEVER ALLOW ANYONE TO STAND IN
FRONT OF THE VEHICLE DURING A STALL TEST.
ALWAYS BLOCK THE FRONT WHEELS AND APPLY
THE SERVICE AND PARKING BRAKES DURING
THE TEST.
STALL TEST PROCEDURE
(1) Connect tachometer to engine.
(2) Check and adjust transmission fluid level.
(3) Start and run engine until transmission fluid
reaches normal operating temperature.
(4) Block front wheels.
(5) Fully apply service and parking brakes.
(6) Open throttle completely and record maximum
engine rpm registered on tachometer. It will take
from 3 to 10 seconds to reach maximum rpm. How-
ever, once maximum rpm has been achieved,do not
hold wide open throttle for more than 5 sec-
onds.
CAUTION: Stalling the converter causes a rapid in-
crease in fluid temperature. To avoid fluid overheat-
ing, hold wide open throttle for no more than 5
seconds after reaching peak rpm. In addition, if
more than one stall test is required, run the engine
at 1000 rpm with the transmission in Neutral for at
least 20 seconds to cool the fluid.
(7) Stall speeds should be in 1700-2150 rpm range.
CAUTION: If engine exceeds 2150 rpm, release ac-
celerator pedal immediately as transmission clutch
slippage is occurring.
(8) Shift transmission into Neutral. Run engine for
20-30 seconds at 1000 rpm to cool fluid. Then stop
engine, shift transmission into Park and release
brakes.
(9) Refer to Stall Test Diagnosis.
STALL TEST DIAGNOSIS
Stall Speed Too Low
Low stall speeds with a properly tuned engine in-
dicate a torque converter overrunning clutch prob-
lem. The condition should be confirmed by road
testing prior to converter replacement.The converter overrunning clutch is slipping when
stall speeds are 250 to 350 rpm below specified min-
imum.
A converter overrunning clutch failure will result
in sluggish acceleration in all speed ranges. It will
also require greater than normal throttle opening to
maintain cruising speeds.
Stall Speed Too High
If stall speed exceeds 2150 rpm, transmission
clutch slippage is occurring.
Stall Speed Normal But Acceleration Is Sluggish
If stall speeds are within specified range but abnor-
mal throttle opening is required for acceleration, or
to maintain cruise speeds, the converter overrunning
clutch is seized. The torque converter will have to be
replaced.
Converter Noise During Test
A whining noise caused by fluid flow is normal dur-
ing a stall test. However, loud metallic noises indi-
cate a damaged converter. To confirm that noise is
originating from the converter, operate the vehicle at
light throttle in Drive and Neutral on a hoist and lis-
ten for noise from the converter housing.
AIR PRESSURE TEST
Air pressure testing can be used to check clutch
and band operation with the transmission either in
the vehicle, or on the work bench as a final check af-
ter overhaul.
Air pressure testing requires that the oil pan and
valve body be removed from the transmission.
The servo and clutch apply passages are shown in
Figure 8.
Air Test Procedure
(1) Place one or two fingers on the clutch housing
and apply air pressure through front clutch apply
passage (Fig. 8). Piston movement can be felt and a
soft thud heard as the clutch applies.
(2) Place one or two fingers on the clutch housing
and apply air pressure through rear clutch apply
passage (Fig. 8). Piston movement can be felt and a
soft thud heard as the clutch applies.
(3) Apply air pressure to the front servo apply pas-
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring tension
should release the servo when air pressure is re-
moved.
(4) Apply air pressure to the rear servo apply pas-
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring tension
should release the servo when air pressure is re-
moved.
21 - 74 30RH/32RH TRANSMISSION DIAGNOSISJ

CONVERTER HOUSING LEAK DIAGNOSIS
Two items must be established when diagnosing
leaks from the converter housing area. First, it must
be verified that a leak condition actually exists. And
second, the true source of the leak must be deter-
mined.
Some suspected converter housing fluid leaks may
not be leaks at all. Residual fluid in the housing, or
excess fluid spilled during factory fill or refill after
repair can be mistaken for a leak. In addition, a rear
main seal leak can also be mistaken for a pump seal
leak if care is exercised.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair.
Pump seal leaks tend to move along the drive hub
and onto the rear of the converter. Pump O-ring or
pump body leaks follow the same path as a seal leak
(Fig. 9).
Pump vent or pump attaching bolt leaks are gener-
ally deposited on the inside of the converter housing
and not on the converter itself (Fig. 9).
Pump seal or gasket leaks usually travel down the
inside of the converter housing.
Front band lever pin plug leaks are generally de-
posited on the housing and not on the converter.
LEAK DIAGNOSIS PROCEDURE
(1) Raise the rear of the vehicle and allow accumu-
lated fluid to drain out of the converter housing.
(2) Check and adjust the transmission fluid level.
(3) Raise the vehicle. Remove the converter hous-
ing dust cover and wipe as much fluid as possible
from the converter housing.(4) Fabricate a test probe (Fig. 10). Then attach
the probe to the converter housing with one of the
dust shield bolts (Fig. 10).
(5) Have a helper run the engine at 2500 rpm
(with the transmission in Neutral) for two minutes;
then stop the engine.
(6) Inspect the test probe and converter housing. If
a leak is evident, note the color of the fluid. Trans-
mission fluid is red. Engine oil ranges in color from
brown to green, or to black when the oil is dirty.
(7) If the probe upper surface is dry, the converter
and seal are not at fault. A path of fluid across the
probe upper surface indicates a converter or seal
leak. Fluid leakingunderthe probe is coming from
the pump housing area (Fig. 11).
(8) Fluid leaking under the probe could be from
the: pump seal and/or bushing, pump vent, kickdown
lever shaft access plug, pump bolts, or porous spots
in the pump body or transmission case (Fig. 11).
(9) If porous spots in the transmission case or
pump body are the suspected leak source, pressurize
the transmission as described in Leak Testing With
Air Pressure.
Fig. 8 Air Pressure Test Passages
Fig. 9 Typical Converter Housing Leak Paths
Fig. 10 Leak Test Probe
J30RH/32RH TRANSMISSION DIAGNOSIS 21 - 75

30RH/32RH IN-VEHICLE SERVICE
INDEX
page page
Converter Drainback Check Valve Service...... 113
Fluid and Filter Replacement................. 99
Fluid Level Check......................... 99
Front Band Adjustment.................... 102
Governor and Park Gear Service............. 105
Oil Filter Replacement..................... 103
Park Interlock Cable Adjustment (XJ).......... 101
Park Lock Component Replacement.......... 108
Park/Neutral Position Switch Service.......... 109
Rear Band Adjustment.................... 103
Recommended Fluid....................... 99Refilling After Overhaul or Fluid/Filter Change . . . 100
Shift Cable Adjustment (XJ)................. 100
Shift Linkage Adjustment (YJ)............... 100
Speedometer Service..................... 109
Throttle Valve Cable Adjustment (XJ/YJ)....... 101
Transmission Cooler Flow Testing............ 113
Transmission Cooler Line and Fitting Service.... 111
Transmission Cooler Reverse Flushing......... 114
Valve Body Installation.................... 104
Valve Body Removal...................... 104
Valve Body Service....................... 104
RECOMMENDED FLUID
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.
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.
(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 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 reduce fluid life significantly.
FLUID AND FILTER REPLACEMENT
NORMAL CHANGE INTERVAL
The fluid and filter should be changed (and the
bands adjusted) at recommended maintenance inter-
vals, or whenever the transmission has been disas-
sembled for any reason.
Refer to the Driveline section in Group O, Lubrica-
tion and Maintenance for recommended change inter-
vals. Refer to the fluid/filter replacement and band
adjustment procedures in this section.
SEVERE USAGE CHANGE INTERVAL
Under severe usage, the fluid and filter should be
changed and the bands adjusted at 12,000 mile (19
000 Km) intervals.
Severe usage is defined as:
(a) More than half of vehicle operation occurs in
heavy city traffic during hot weather (above 90É F).
(b) Vehicle is used for taxi, police, limousine, or
similar commercial operation.
Fig. 1 Fluid Level Marks On Transmission Dipstick
J30RH/32RH IN-VEHICLE SERVICE 21 - 99

(c) Vehicle is used for trailer towing or heavy
load hauling.
FLUID/FILTER REPLACEMENT PROCEDURE
(1) Raise vehicle.
(2) Remove oil pan and drain fluid.
(3) Clean oil pan and pan magnet. Then clean re-
maining gasket material from gasket surface of
transmission case.
(4) Remove fluid filter screws and remove filter.
(5) Position new filter on valve body and install fil-
ter screws. Tighten screws to 4 Nzm (35 in. lbs.)
torque.
(6) Adjust rear band at this time if required.
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 150 in. lbs. (17
Nzm) torque.
(8) Adjust front band at this time if required.
(9) Lower vehicle and refill transmission with Mo-
par ATF Plus, type 7176 fluid.
REFILLING AFTER OVERHAUL OR FLUID/FILTER
CHANGE
The most effective way to avoid overfilling after a
fluid change or overhaul is as follows:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
(2) Add following initial quantity of Mopar ATF
Plus to transmission:
(a) If only fluid and filter were changed, add3
pints (1-1/2 quarts)of ATF Plus to transmission.
(b) If transmission was completely overhauled
and torque converter was replaced or drained, add
10 pints (5 quarts)of ATF Plus to transmission.
(3) Apply parking brakes.
(4) Start and run engine at normal curb idle speed.
(5) Apply service brakes, shift transmission
through all gear ranges then back to Neutral, and
leave engine running at curb idle speed.
(6) Remove funnel, insert dipstick and check fluid
level. Add only enough fluid to bring level toMIN
dot mark on dipstick.
(7) Drive vehicle until transmission fluid is at nor-
mal operating temperature. Then recheck fluid level
as described in next step.
(8) Leave engine running at curb idle speed, shift
into Neutral, and check fluid level again. This time,
add just enough fluid to bring level up toMAX ar-
row mark but do not overfill.
(9) When fluid level is correct, shut engine off, re-
lease park brake, remove funnel, and reseat dipstick
in fill tube.
SHIFT LINKAGE ADJUSTMENT (YJ)
(1) Check linkage adjustment by starting engine in
Park and Neutral.(2) Adjustment is OK if engine starts only in park
and Neutral. Adjustment is incorrect if engine starts
in one but not both positions.
(3) If engine starts in any position other than Park
or Neutral, or if engine will not start at all, park/
neutral position switch may be faulty.
(4) Shift transmission into Park.
(5) Raise vehicle.
(6) Check condition of shift rods, bellcrank,
bellcrank brackets and linkage bushings/grommets
(Fig. 2). Tighten, repair, replace worn, damaged
parts. Do not attempt adjustment if linkage compo-
nents are worn or damaged.
(7) Loosen shift rod trunnion lock bolt or nut. Be
sure upper shift rod slides freely in trunnion (Fig. 2).
Also be sure shift rods and bellcrank rotate freely
and do not bind at any point.
(8) Verify that manual lever is in Park detent (Fig.
2). Move lever all the way rearward to be sure it is in
Park.
(9) Check for positive engagement of park lock by
attempting to rotate propeller shaft. Shaft will not
turn when park pawl is engaged.
(10) Adjust shift rod trunnion to a obtain free pin
fit in bellcrank arm and tighten trunnion lock bolt or
nut. Prevent shift rod from turning while tightening
bolt or nut. Gearshift linkage lash must be elimi-
nated to obtain proper adjustment. Eliminate lash by
pulling downward on shift rod and pressing upward
on bellcrank.
(11) Confirm proper adjustment by starting engine
in Park and Neutral. Engine should start in these
positions only.If engine starts in any position
other than Park or Neutral, adjustment is in-
correct or neutral switch is faulty.
(12) Lower vehicle and verify that steering lock op-
erates correctly.
SHIFT CABLE ADJUSTMENT (XJ)
(1) Shift transmission into Park.
(2) Raise vehicle.
(3) Release cable adjuster clamp to unlock cable
(Figs. 3 and 4). Clamp is at transmission end of ca-
ble.
(4) Unsnap cable from transmission cable bracket.
(5) Move transmission shift lever fully rearward to
Park detent. Lever is on manual valve shaft at driver
side of case.
(6) Verify positive engagement of park lock by at-
tempting to rotate propeller shaft. Shaft will not ro-
tate when park lock is engaged.
(7) Snap cable into cable bracket.
(8) Lock shift cable by pressing cable adjuster
clamp down until it snaps into place.
(9) Check engine starting. Engine should start only
in Park and Neutral.
(10) Lower vehicle.
21 - 100 30RH/32RH IN-VEHICLE SERVICEJ

CONNECTING COOLER LINES AND FITTINGS
(ALL TYPES)
(1) Wipe cooler line and fitting clean with shop
towel.
(2) Insert cooler line into fitting. Then push line
inward until retainer or insert secures line. A snap or
click sound will be heard when the insert tabs or re-
tainer clip seats behind the cooler line flange.
(3)Pull outward on cooler lines/fittings to
verify they are properly secured.
CAUTION: The wire retainer clips or insert release
tabs secure the cooler lines. If the clips or tabs are
deformed, distorted, or not fully seated, normal
fluid pressure could unseat the lines resulting in
fluid loss and transmission damage. Be very sure
the cooler lines are firmly secured as described in
step (3).
CONVERTER DRAINBACK CHECK VALVE SERVICE
The converter drainback check valve is located in
the cooler outlet (pressure) line near the radiator
lower tank. The valve prevents fluid drainback when
the vehicle is parked for lengthy periods. The valve
check ball is spring loaded and has an opening pres-
sure of approximately 2 psi. Refer to the cooler flow
test procedure for valve testing.
The valve is serviced as an assembly; it is not re-
pairable. Do not clean the valve if restricted, or con-
taminated by sludge, or debris. If the valve fails, or if
a transmission malfunction occurs that generates
sludge and/or clutch particles and metal shavings,
the valve must be replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the
same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheat condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way valve.
As such, it must be properly oriented in terms of
flow direction. In addition, the valve must only beinstalled in the pressure line. Otherwise flow will be
blocked causing overheat and eventual transmis-
sion failure.
TRANSMISSION COOLER FLOW TESTING
The transmission main and auxiliary coolers, plus
the drainback valve, should be flow tested whenever
fluid overheating is noted.
Restricted flow caused by contamination, or a
cooler malfunction, reduces lubrication fluid flow
throughout the transmission. This can result in fluid
overheating, fluid breakdown, bushing wear, shift
problems and component failure.
Normal color of transmission fluid varies from
bright red, to light pink. Fluid overheating is indi-
cated when fluid color ranges from orange-brown to
black, and the fluid smells burned, or contains
sludge.
CAUTION: If a transmission malfunction contami-
nates the fluid with clutch disc and metal particles,
the cooler and lines must be reverse flushed thor-
oughly. Flushing will prevent sludge and particles
from flowing back into the transmission and con-
verter after repair.
Cooler flow is tested by measuring the amount of
fluid pumped through the cooler in a specified time
by the transmission oil pump.The same flow test
procedure is used for the drainback valve, main
cooler, and auxiliary cooler.
Cooler And Drainback Valve Flow Test Procedure
(1) Test flow throughdrainback valveas follows:
(a) Add extra quart of ATF Plus to transmission.
(b) Disconnect pressure line at radiator fitting, or
at drainback valve and position hose or valve end
in one quart test container.
(c) Shift transmission into neutral, run engine at
idle speed for 20 seconds, and note flow from valve.
Use stopwatch to check test time.
(d) Replace drainback valve if flow is less than
one quart in 20 seconds, is intermittent, or does
not flow at all.
(e) Connect pressure hose to radiator fitting and
proceed to cooler flow test.
(2) Test flow throughmain cooleras follows:
(a) Disconnect cooler return (rear) line at trans-
mission and place it in one quart test container.
(b) Add extra quart of fluid to transmission.
(c) Shift transmission into neutral, run engine at
idle speed for 20 seconds, and note flow from valve.
Use stopwatch to check test time.
(d) Replace cooler if fluid flow is less than one
quart in 20 seconds, is intermittent, or does not
flow at all.
Fig. 33 New Style Fitting Insert (On Cooler Line)
J30RH/32RH IN-VEHICLE SERVICE 21 - 113

grip the metal part of the seal. Then tighten the tool
puller screw to withdraw the seal from the pump
body.
Use Special Tool C-4193-A to install the seal (Fig.
6). Be sure to lubricate the pump seal and converter
hub with transmission fluid before installation.
TRANSMISSION AND CONVERTER INSTALLATION
CAUTION: If the transmission was repaired to cor-
rect a problem that generated sludge and debris,
the fluid cooler and lines must be reverse flushed
and the torque converter and drainback valve re-
placed. Sludge and metal or friction particles must
be removed from the cooler system before reinstall-
ing the transmission. This avoids re-contaminating
the repaired transmission. Failure to flush the sys-
tem will result in repeat failure and a shop come-
back.
(1) Lubricate converter drive hub and pump seal
with Mopar ATF Plus transmission fluid. Then in-
stall converter. Turn converter back and forth toalign drive slots in converter hub with pump gear
lugs. Be sure converter is fully seated in pump (Fig.
7).
(2) Temporarily secure converter with C-clamp or
metal strap attached across converter housing.
(3) Position transmission on jack and secure it
with safety chains.
(4) Raise transmission and align converter with
drive plate.
(5) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
(6) Install two transmission attaching bolts.
Tighten bolts just enough to hold transmission con-
verter housing in place on block.
(7) Install torque converter attaching bolts.
Tighten bolts to following torque.
²54 Nzm (40 ft. lbs.) with 9.5 in. 3-lug converter
²74 Nzm (55 ft. lbs.) with 9.5 in. 4-lug converter
²74 Nzm (55 ft. lbs.) with 10.0 in. 4-lug converter
²31 Nzm (270 in. lbs.) with 10.75 in. 4-lug converter
(8) Install and tighten remaining bolts that attach
transmission converter housing to engine block (Fig.
8).
CAUTION: Be sure the converter housing is fully
seated on the engine block dowels before tighten-
ing any bolts.
(9) Install crankshaft position sensor.
(10) Install transmission fill tube and O-ring (Fig.
5).
(11) Connect transmission cooler lines to fittings.
Refer to Figure 9 for cooler line identification.
Fig. 5 Pump Seal Removal
Fig. 6 Pump Seal Installation
Fig. 7 Checking Torque Converter Seating
J30RH/32RH TRANSMISSION REMOVAL AND INSTALLATION 21 - 117

The manual valve, 1-2 shift valve, primary regula-
tor valve, accumulator control valve, check balls, so-
lenoids and oil strainers are located in the lower
body section (Fig. 10). The remaining control and
shift valves plus check balls and one additional oil
strainer are located in the upper body section (Fig.
11).
Manual Valve
The manual valve is operated by the gearshift link-
age. The valve diverts fluid to the apply circuits ac-
cording to shift lever position.Primary Regulator Valve
The primary regulator valve (Fig. 13) modulates
line pressure to the clutches and brakes according to
engine load. The valve is actuated by throttle valve
pressure.
During high load operation, the valve increases line
pressure to maintain positive clutch and brake en-
gagement. At light load, the valve decreases line
pressure just enough to maintain smooth engage-
ment.
Fig. 10 Upper Body Components
Fig. 11 Lower Body Components
21 - 170 AW-4 AUTOMATIC TRANSMISSIONJ

(2) Verify transmission throttle cable operation.
Repair or replace cable if necessary.
(3) Check engine throttle operation. Operate accel-
erator pedal and observe injector throttle plate move-
ment. Adjust linkage if throttle plate does not reach
wide open position.
(4) Check transmission fluid level when fluid is at
normal operating temperature. Start engine. Shift
transmission through all gear ranges then back to
Neutral. Correct level is to Full or Add mark on dip-
stick with engine at curb idle speed.
(5) Check and adjust park/neutral position switch
if necessary.
(6) Check throttle position sensor adjustment and
operation. Adjust the sensor if necessary.
MANUAL SHIFTING TEST
(1) This test determines if problem is related to
mechanical or electrical component.
(2) Stop engine and disconnect transmission con-
trol module or module fuse.
(3) Road test vehicle. Shift transmission into each
gear range. Transmission should operate as follows:
²lock in Park
²back up in Reverse
²not move in Neutral
²provide first gear only with shift lever in 1-2 posi-
tion
²operate in third gear only with shift lever in 3 po-
sition
²operate in overdrive fourth gear in D position
(4) If transmission operates as described, proceed
to next step. However, if forward gear ranges were
difficult to distinguish (all feel the same), or vehicle
would not back up, refer to diagnosis charts. Do not
perform stall or time lag tests.
CAUTION: Do not overspeed the engine during the
next test step. Ease off the throttle and allow the
vehicle to slow before downshifting.
(5) Continue road test. Manually downshift trans-
mission from D to 3, and from 3 to 1-2 position. Then
manually upshift transmission through forward
ranges again.
(6) If transmission operation is OK, perform stall,
time lag and pressure tests. If transmission shifting
problem is encountered, refer to diagnosis charts.
(7) If a problem still exists, continue testing with
DRB scan tool.
HYDRAULIC PRESSURE TEST
PRESSURE TEST PROCEDURE
(1) Connect pressure test gauge to test port on pas-
senger side of transmission. Use Adapter 7554 to con-
nect gauge. Be sure test gauge has minimum
capacity of 300 psi (2100 kPa).(2) Be sure transmission fluid is at normal operat-
ing temperature.
(3) Apply parking brakes and block wheels.
WARNING: DO NOT ALLOW ANYONE TO STAND
AT THE FRONT OR REAR OF THE VEHICLE WHILE
PERFORMING THE FOLLOWING STEPS IN THE
PRESSURE TEST.
(4) Check and adjust engine curb idle speed.
(5) Apply (and hold) service brakes.
(6) Shift transmission into D range and note line
pressure with engine at curb idle speed. Pressure
should be 61-to-70 psi (421-to-481 kPa).
(7) Press accelerator pedal to wide open throttle
position and note line pressure. Pressure should be
173-to-209 psi (1196-to-1442 kPa).
CAUTION: Do not hold wide open throttle for more
than 3-4 seconds at a time.
(8) Shift transmission into Reverse and note line
pressure with engine at curb idle speed. Pressure
should be 75-to-90 psi (519-to-618 kPa).
(9) Press accelerator to wide open throttle position
and note line pressure in Reverse. Pressure should
be 213-to-263 psi (1471-to-1814 kPa).
CAUTION: Do not hold wide open throttle for more
than 4 seconds.
(10) If line pressure is not within specifications,
adjust transmission throttle cable and repeat pres-
sure test.
Fig. 27 Pressure Test Gauge Connection
JAW-4 TRANSMISSION DIAGNOSIS 21 - 177