2002 JEEP GRAND CHEROKEE Bearings

TRANSMISSION IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan
sealing surface (Fig. 1). Refer to this information
when ordering replacement parts. A label is attached
to the transmission case above the stamped numbers.
The label gives additional information which may
also be necessary for identification purposes.
GEAR RATIOS The 545RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime............................1.50:1
3rd .................................1.00:1
4th .................................0.75:1
5th .................................0.67:1
Reverse..............................3.00:1
OPERATION
The 545RFE offers full electronic control of all auto-
matic up and downshifts, and features real-time adap-
tive closed-loop shift and pressure control. Electronic
shift and torque converter clutch controls help protect
the transmission from damage due to high tempera-
tures, which can occur under severe operating condi-
tions. By altering shift schedules, line pressure, and
converter clutch control, these controls reduce heat gen-
eration and increase transmission cooling.
To help reduce efficiency-robbing parasitic losses,
the transmission includes a dual-stage transmission
fluid pump with electronic output pressure control.
Under most driving conditions, pump output pres-
sure greatly exceeds that which is needed to keep the
clutches applied. The 545RFE pump-pressure controlsystem monitors input torque and adjusts the pump
pressure accordingly. The primary stage of the pump
works continuously; the second stage is bypassed
when demand is low. The control system also moni-
tors input and output speed and, if incipient clutch
slip is observed, the pressure control solenoid duty
cycle is varied, increasing pressure in proportion to
demand.
A high-travel torque converter damper assembly
allows earlier torque converter clutch engagement to
reduce slippage. Needle-type thrust bearings reduce
internal friction. The 545RFE is packaged in a one-
piece die-cast aluminum case. To reduce NVH, the
case has high lateral, vertical and torsional stiffness.
It is also designed to maximize the benefit of the
structural dust cover that connects the bottom of the
bell housing to the engine bedplate, enhancing over-
all power train stiffness. Dual filters protect the
pump and other components. A pump return filter is
added to the customary main sump filter. Indepen-
dent lubrication and cooler circuits assure ample
pressure for normal transmission operation even if
the cooler is obstructed or the fluid cannot flow due
to extremely low temperatures.
The hydraulic control system design (without elec-
tronic assist) provides the transmission with PARK,
REVERSE, NEUTRAL, SECOND, and THIRD gears,
based solely on driver shift lever selection. This
design allows the vehicle to be driven (in ªlimp-inº
mode) in the event of a electronic control system fail-
ure, or a situation that the Transmission Control
Module (TCM) recognizes as potentially damaging to
the transmission.
The TCM also performs certain self-diagnostic
functions and provides comprehensive information
(sensor data, DTC's, etc.) which is helpful in proper
diagnosis and repair. This information can be viewed
with the DRB scan tool.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
CAUTION: Before attempting any repair on a
545RFE automatic transmission, check for Diagnos-
tic Trouble Codes with the DRBTscan tool.
Transmission malfunctions may be caused by these
general conditions:
²Poor engine performance
²Improper adjustments
²Hydraulic malfunctions
²Mechanical malfunctions
²Electronic malfunctions
Fig. 1 Transmission Part And Serial Number
Location
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 179
AUTOMATIC TRANSMISSION - 545RFE (Continued)

TRANSFER CASE - NV242
TABLE OF CONTENTS
page page
TRANSFER CASE - NV242
DESCRIPTION........................280
OPERATION..........................281
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV242.......................281
REMOVAL............................282
DISASSEMBLY........................282
CLEANING...........................292
INSPECTION.........................293
ASSEMBLY...........................295
INSTALLATION........................307
SPECIFICATIONS
TRANSFER CASE - NV242.............308
SPECIAL TOOLS
TRANSFER CASE - NV242.............308
FLUID
STANDARD PROCEDURE - FLUID DRAIN/
REFILL............................310FRONT OUTPUT SHAFT SEAL
REMOVAL............................310
INSTALLATION........................310
POSITION SENSOR
DESCRIPTION........................311
OPERATION..........................311
REMOVAL............................312
INSTALLATION........................312
REAR RETAINER BUSHING AND SEAL -
NV242HD
REMOVAL............................312
INSTALLATION........................312
SHIFT CABLE
REMOVAL............................313
INSTALLATION........................313
TRANSFER CASE - NV242
DESCRIPTION
The NV242 is a full transfer case (Fig. 1). It pro-
vides full time 2-wheel, or 4-wheel drive operation.
A differential in the transfer case is used to control
torque transfer to the front and rear axles. A low
range gear provides increased low speed torque capa-
bility for off road operation. The low range provides a
2.72:1 reduction ratio.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum retainer
housings bolted to the case halves.
TRANSFER CASE IDENTIFICATION
Two versions of the NV242 are used in the WJ
vehicles, NV242LD and NV242HD. The two transfer
cases can be distinguished from one another by the
rear output shaft retainer. The NV242LD uses a rub-
ber boot to cover the rear output shaft, while the
NV242HD uses a cast aluminum housing. Other than
this difference, the two transfer cases are serviced
the same.
A circular ID tag is attached to the rear case of
each transfer case (Fig. 2). The ID tag provides the
transfer case model number, assembly number, serial
number, and low range ratio.The transfer case serial number also represents
the date of build.
SHIFT MECHANISM
Operating ranges are selected with a lever in the
floor mounted shifter assembly. The shift lever is con-
nected to the transfer case range lever by an adjust-
able cable. A straight line shift pattern is used.
Range positions are marked on the shifter bezel.
Fig. 1 NV242 Transfer Case
21 - 280 TRANSFER CASE - NV242WJ

(7) Remove intermediate clutch shaft snap-ring
(Fig. 30).
(8) Remove clutch shaft thrust ring (Fig. 31).
(9) Remove intermediate clutch shaft (Fig. 32).
(10) Remove differential snap-ring (Fig. 33).
(11) Remove differential (Fig. 34).
(12) Remove differential needle bearings and both
needle bearing thrust washers from mainshaft.
Fig. 30 Intermediate Clutch Shaft Snap-Ring
Removal
1 - SNAP-RING
2 - INTERMEDIATE CLUTCH SHAFT
Fig. 31 Clutch Shaft Thrust Ring Removal
1 - CLUTCH SHAFT THRUST RING
Fig. 32 Intermediate Clutch Shaft Removal
1 - INTERMEDIATE CLUTCH SHAFT
Fig. 33 Differential Snap-Ring Removal
1 - DIFFERENTIAL SNAP-RING
WJTRANSFER CASE - NV242 21 - 289
TRANSFER CASE - NV242 (Continued)

REAR OUTPUT SHAFT/YOKE/DRIVE CHAIN
Check condition of the seal contact surfaces of the
yoke slinger (Fig. 49). This surface must be clean and
smooth to ensure proper seal life. Replace the yoke
nut and seal washer as neither part should be
reused.
Inspect the shaft threads, sprocket teeth, and bear-
ing surfaces. Minor nicks on the teeth can be
smoothed with an oilstone. Use 320-400 grit emery to
smooth minor scratches on the shaft bearing sur-
faces. Rough threads on the shaft can be chased if
necessary. Replace the shaft if the threads are dam-
aged, bearing surfaces are scored, or if any sprocket
teeth are cracked or broken.
Examine the drive chain and shaft bearings.
Replace the chain and both sprockets if the chain is
stretched, distorted, or if any of the links bind.
Replace the bearings if rough, or noisy.
LOW RANGE ANNULUS GEAR
Inspect annulus gear condition carefully. The gear
is only serviced as part of the front case. If the gear
is damaged, it will be necessary to replace the gear
and front case as an assembly. Do not attempt to
remove the gear (Fig. 50)
FRONT-REAR CASES AND FRONT RETAINER
Inspect the cases and retainer for wear and dam-
age. Clean the sealing surfaces with a scraper and
3M all purpose cleaner. This will ensure proper
sealer adhesion at assembly. Replace the input
retainer seal; do not reuse it.Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with LoctiteŸ 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
Or the threads can be repaired with HelicoilŸ stain-
less steel inserts if required.
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
Lubricate transfer case components with automatic
transmission fluid or petroleum jelly (where indi-
cated) during assembly.
CAUTION: The bearing bores in various transfer
case components contain oil feed holes. Make sure
replacement bearings do not block the holes.
Fig. 49 Seal Contact Surface Of Yoke Slinger
1 - FRONT SLINGER (PART OF YOKE)
2 - SEAL CONTACT SURFACE MUST BE CLEAN AND SMOOTH
Fig. 50 Low Range Annulus Gear
1 - FRONT CASE
2 - LOW RANGE ANNULUS GEAR
WJTRANSFER CASE - NV242 21 - 295
TRANSFER CASE - NV242 (Continued)

(5)Position low range fork and sleeve in case. Be
sure low range fork pin is engaged in shift sector slot.
(6) Install first mainshaft bearing spacer on main-
shaft (Fig. 72).
(7) Install bearing rollers on mainshaft (Fig. 72).
Coat bearing rollers with generous quantity of petro-
leum jelly to hold them in place.
(8) Install remaining bearing spacer on mainshaft
(Fig. 72). Do not displace any bearings while install-
ing spacer.(9) Install differential (Fig. 73). Do not displace
mainshaft bearings when installing differential.
Fig. 70 Input Gear Snap-Ring Installation
1 - INPUT GEAR
2 - SNAP-RING
Fig. 71 Installing Front Bearing Retainer
1 - FRONT BEARING RETAINER
Fig. 72 Installing Mainshaft Bearing Rollers and
Spacers
1 - MAINSHAFT BEARING ROLLERS
2 - BEARING SPACERS
Fig. 73 Differential Installation
1 - DIFFERENTIAL
2 - MAINSHAFT
WJTRANSFER CASE - NV242 21 - 301
TRANSFER CASE - NV242 (Continued)

FRONT OUTPUT SHAFT AND DRIVE CHAIN
(1) Remove oil pickup tube from rear case (Fig.
17).
(2) Remove drive gear snap-ring (Fig. 18).
(3) Disengage drive gear (Fig. 18). Pry gear
upward and off mainshaft as shown.
(4) Remove front output shaft, drive chain and
drive gear as assembly (Fig. 18).
(5) Remove output shaft drive gear snap ring.
(6) Remove output shaft drive gear from output
shaft.
SHIFT FORKS AND MAINSHAFT
(1) Remove detent plug, O-ring, detent spring and
detent plunger (Fig. 19).
(2) Remove shift rail from shift fork and transfer
case housing.
(3) Rotate range shift fork until it disengages from
shift sector.
(4) Remove mainshaft and shift fork from input
gear pilot bearing.
NOTE: Loose needle bearings are used to support
the drive sprocket hub on the mainshaft. Do not lift
mainshaft by drive sprocket hub or needle bearings
will become dislodged.
(5) Wrap rag around mainshaft underneath drive
sprocket hub and remove drive sprocket hub from
mainshaft. Be sure to retrieve all the drive sprocket
hub needle bearings.
(6) Remove snap ring holding clutch sleeve onto
mainshaft.
Fig. 17 Oil Pickup Tube Removal
1 - OIL PICKUP TUBE
Fig. 18 Front Output Shaft, Drive Gear And Chain
Removal
1 - REAR HOUSING
2 - OUTPUT SHAFT AND SPROCKET
3 - MAINSHAFT SPROCKET
4 - SNAP-RING
5 - DRIVE CHAIN
Fig. 19 Detent Plug, Spring And Plunger Removal
1 - DETENT PLUG
2 - DETENT SPRING
3 - DETENT PLUNGER
4 - PLUG O-RING
WJTRANSFER CASE - NV247 21 - 321
TRANSFER CASE - NV247 (Continued)

(2) Remove retainer (Fig. 28).
(3) Remove front tabbed thrust washer (Fig. 29).
(4) Remove input gear (Fig. 30).
(5) Remove rear tabbed thrust washer from low
range gear (Fig. 31).
CLEANING
Clean the transfer case components with parts
cleaning solvent. Flush the oil passages in the cases
and drivetrain components with solvent. This will
help remove dirt and particles from these passages.
Dry the transfer case components with compressed
air or allow them to air dry on clean shop towels.
Apply compressed air through all oil passages in
the cases and gear components to clear them of any
residue.
INSPECTION
MAINSHAFT
Examine the mainshaft components carefully for
evidence of wear or damage.
Replace the thrust washers if worn or damaged.
Replace the mainshaft and sprocket gears if the
teeth or gear bores are worn or damaged.
Replace the mainshaft bearings if worn, flat spot-
ted, brinelled, or damaged in any way.
Replace the mainshaft if it is bent, exhibits wear or
damage to the bearing surfaces, splines or gear teeth.
Fig. 28 Input Gear Retainer
1 - INPUT GEAR
2 - LOW RANGE GEAR
3 - RETAINER
Fig. 29 Front Tabbed Thrust Washer
1 - FRONT TABBED THRUST WASHER
Fig. 30 Input Gear Removal
1 - INPUT GEAR
2 - LOW RANGE GEAR
Fig. 31 Rear Tabbed Thrust Washer Removal
1 - LOW RANGE GEAR
2 - REAR TABBED THRUST WASHER
21 - 324 TRANSFER CASE - NV247WJ
TRANSFER CASE - NV247 (Continued)

INPUT AND LOW RANGE GEARS
Inspect the low range gear pinions and pinion pins.
Replace the low range gear if any of the pins or pin-
ions are worn or damaged.
Inspect the thrust washers, retainer, and snap-
ring. Replace the snap-ring if bent, or distorted.
Replace the thrust washers and retainer if worn,
cracked or damaged in any way.
Examine the input gear carefully. Be sure the gear
teeth and bearing surfaces are in good condition.
Replace the gear if wear or damage is evident.
Check the input gear pilot bearing. Rotate the
bearing and check for roughness or noise. Also check
bearing position in the bore. The bearing should be
recessed approximately 2.5 mm (0.100 in.) below the
top edge of the bore. The bearing should not be
seated at the bottom of the bore. Replace the bearing
if worn, or roughness is evident. Replace both the
gear and bearing if the bearing is a loose fit in the
bore.
GEAR CASE AND RETAINERS
Examine both case halves and retainers carefully.
Replace any retainer or case half if wear, cracks, or
other damage is evident.
Check condition of the low range annulus gear and
the shift rail bushing in the front case (Fig. 32). The
low range annulus gear is not a serviceable part.
Replace the gear and case as an assembly if the gear
is loose, worn, or damaged. The shift rail bushing is
a serviceable part and can be replaced if necessary.
Check the bushing in the rear retainer. Replace the
bushing if worn or scored.
Examine the sealing surfaces of both case halves
and retainers. Small burrs, or scratches on these sur-
faces can be reduced with crocus cloth or a fine tooth
file.
Examine condition of the shift rail bushing in the
front case. If the bushing is worn or damaged, it can
be removed with a blind hole type puller. A replace-
ment bushing can be installed with a suitable size
driver. Recess the bushing slightly below the edge of
the bore but do not seat it all the into the case.
GEARTRAIN
Inspect the mainshaft splines, gear teeth and bear-
ing surfaces carefully for evidence of wear, or dam-
age. Replace the shaft if necessary. do not attempt to
salvage it if damaged.
The shift rail and range fork are an assembly.
Replace both parts if either is damaged. However, the
nylon pads in the fork can be replaced if worn, or
cracked.
Inspect the transfer case snap-rings closely. Do not
attempt to salvage a distorted snap-ring by straight-ening or reshaping it. Replace any snap-ring that is
distorted, or worn.
Inspect the low range gear, input gear and the gear
thrust washers retainer, and snap-ring. The low
range gear is serviced as an assembly only. Replace
the gear if the case or pinions are damaged.
During inspection, also make sure the seal surface
of the input gear is in good condition. Minor nicks on
this surface can be reduced with crocus cloth. How-
ever, replace the gear if the seal surface is severely
scored or worn.
OIL PUMP AND PROGRESSIVE COUPLING
The oil pump and progressive coupling are not ser-
viceable components. Replace the coupling as an
assembly if it is damaged. Replace the oil pump as
an assembly if the gear teeth are worn, or if the
pump has become damaged.
BEARINGS AND SEALS
The transfer case seals should be replaced during
overhaul. Use new seals in the input gear bearing
retainer, front case and rear retainer. Also replace
the yoke seal washer and the detent plug O-ring.
Check condition of each transfer case bearing.
Replace any bearing exhibiting signs of roughness,
wear, or damage.
Fig. 32 Low Range Annulus Gear Location
1 - LOW RANGE ANNULUS GEAR
2 - SHIFT RAIL BUSHING
WJTRANSFER CASE - NV247 21 - 325
TRANSFER CASE - NV247 (Continued)