2002 JEEP GRAND CHEROKEE air condition

holding the Belleville spring into the low/reverse
clutch retainer.
(10) Remove the low/reverse clutch Belleville
spring and piston from the low/reverse clutch
retainer. Use 20 psi of air pressure to remove the pis-
ton if necessary.
CLEANING
Clean the overrunning clutch assembly, clutch cam,
and low-reverse clutch retainer. Dry them with com-
pressed air after cleaning.
INSPECTION
Inspect condition of each clutch part after cleaning.
Replace the overrunning clutch roller and spring
assembly if any rollers or springs are worn or dam-
aged, or if the roller cage is distorted, or damaged.
Replace the cam if worn, cracked or damaged.
Replace the low-reverse clutch retainer if the
clutch race, roller surface or inside diameter is
scored, worn or damaged.
ASSEMBLY
(1) Check the bleed orifice to ensure that it is not
plugged or restricted.
(2) Install a new seal on the low/reverse piston.
Lubricate the seal with MopartATF +4, type 9602,
prior to installation.
(3) Install the low/reverse piston into the low/re-
verse clutch retainer.
(4) Position the low/reverse piston Belleville spring
on the low/reverse piston.
(5) Using Spring Compressor 8285 and a suitable
shop press (Fig. 86), compress the low/reverse piston
Belleville spring and install the split retaining ring
to hold the Belleville spring into the low/reverse
clutch retainer.
(6) Install the lower overrunning clutch snap-ring
(Fig. 85).
(7) Assemble the inner and outer races of the over-
running clutch (Fig. 85).
(8) Position the overrunning clutch spacer on the
overrunning clutch.
(9) Install the upper overrunning clutch snap-ring
(Fig. 85).
(10) Assemble and install the low/reverse clutch
pack into the low/reverse clutch retainer (Fig. 84).
(11) Install the low/reverse reaction plate into the
low/reverse clutch retainer (Fig. 84). The reaction
plate is directional and must be installed with the
flat side down.
(12) Install the low/reverse clutch pack snap-ring
(Fig. 84). The snap-ring is selectable and should be
chosen to give the correct clutch pack clearance.
(13) Measure the low/reverse clutch pack clearance
and adjust as necessary. The correct clutch clearance
is 1.00-1.74 mm (0.039-0.075 in.).
(14) Install the overrunning clutch into the low/re-
verse clutch retainer making sure that the index
splines are aligned with the retainer.
(15) Install the overrunning clutch inner snap-
ring.
Fig. 85 Overrunning Clutch
1 - SNAP-RING
2 - OUTER RACE
3 - OVERRUNNING CLUTCH
4 - SPACER
Fig. 86 Compress Low/Reverse Belleville Spring
Using Tool 8285
1 - PRESS
2 - TOOL 8285
3 - BELLEVILLE SPRING
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 247
LOW/REVERSE CLUTCH (Continued)

(9) Remove the oil pump valve retainers and asso-
ciated valve and spring one at a time (Fig. 93) (Fig.
94). Mark the combination of components as a group
and tag them as to the location from which they were
removed.
CLEANING
Clean pump and support components with solvent
and dry them with compressed air.
INSPECTION
Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.
Inspect the pump and support components. Replace
the pump or support if the seal ring grooves or
machined surfaces are worn, scored, pitted, or dam-
aged. Replace the pump gears if pitted, worn
chipped, or damaged.Inspect the pump reaction shaft support bushings.
Replace either bushing only if heavily worn, scored or
damaged. It is not necessary to replace the bushings
unless they are actually damaged.
Inspect the valves and plugs for scratches, burrs,
nicks, or scores. Minor surface scratches on steel
valves and plugs can be removed with crocus cloth
butdo not round off the edges of the valve or
plug lands.Maintaining sharpness of these edges is
vitally important. The edges prevent foreign matter
from lodging between the valves and plugs and the
bore.
Inspect all the valve and plug bores in the oil
pump cover. Use a penlight to view the bore interi-
ors. Replace the oil pump if any bores are distorted
or scored. Inspect all of the valve springs. The
springs must be free of distortion, warpage or broken
coils.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Fig. 93 Oil Pump Valve Body
1 - T/C REGULATOR VALVE
2 - T/C LIMIT VALVE
3 - REGULATOR VALVE
4 - OIL PUMP VALVE BODY
Fig. 94 T/C Switch Valve
1 - RETAINER
2 - T/C SWITCH VALVE
3 - OIL PUMP VALVE BODY
21 - 252 AUTOMATIC TRANSMISSION - 545RFEWJ
OIL PUMP (Continued)

OPERATION
REACTION PLANETARY GEARTRAIN
The reaction planetary carrier and reverse sun
gear of the reaction planetary geartrain are a single
component which is held by the 2C clutch when
required. The reaction annulus gear is a stand alone
component that can be driven by the reverse clutch
or held by the 4C clutch. The reaction sun gear is
driven by the overdrive clutch.
REVERSE PLANETARY GEARTRAIN
The reverse planetary geartrain is the middle of
the three planetary sets. The reverse planetary car-
rier can be driven by the overdrive clutch as
required. The reverse planetary carrier is also
splined to the input annulus gear, which can be held
by the low/reverse clutch. The reverse planetary
annulus, input planetary carrier, and output shaft
are all one piece.
INPUT PLANETARY GEARTRAIN
The input sun gear of the input planetary
geartrain is driven by the underdrive clutch.
DISASSEMBLY
(1) Remove the snap-ring holding the input annu-
lus into the input carrier (Fig. 104).
(2) Remove the input annulus from the input car-
rier (Fig. 104).
(3) Remove the number 9 bearing from the reverse
planetary carrier. Note that this planetary carrier
has four pinion gears.
(4) Remove the reverse planetary gear carrier (Fig.
104).
(5) Remove the number 10 bearing from the input
sun gear (Fig. 104).
(6) Remove the input sun gear from the input car-
rier (Fig. 104).
(7) Remove the number 11 bearing from the input
carrier (Fig. 104).
CLEANING
Clean the planetary components in solvent and dry
them with compressed air.
INSPECTION
Check sun gear and driving shell condition.
Replace the gear if damaged or if the bushings are
scored or worn. The bushings are not serviceable.
Fig. 104 Reverse/Input Planetary Carrier Assembly
1 - SNAP-RING 5 - INPUT PLANETARY CARRIER
2 - BEARING NUMBER 10 6 - INPUT SUN GEAR
3 - BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER
4 - INPUT ANNULUS
21 - 260 AUTOMATIC TRANSMISSION - 545RFEWJ
PLANETARY GEARTRAIN (Continued)

OPERATION
The input gear is splined to the transmission out-
put shaft. It drives the mainshaft through the plan-
etary gear and range hub. The front output shaft is
operated by a drive chain that connects the shaft to a
drive sprocket on the mainshaft. The drive sprocket
is engaged/disengaged by the mode fork, which oper-
ates the mode sleeve and hub. The sleeve and hub
are not equipped with a synchro mechanism for shift-
ing.
OPERATING RANGES
NV242 operating ranges are 2WD (2-wheel drive),
4x4 part-time, 4x4 full time, and 4 Lo.
The 2WD and 4x4 full time ranges can be used at
any time and on any road surface.
The 4x4 part-time and 4 Lo ranges are for off road
use only. The only time these ranges can be used on
hard surface roads, is when the surface is covered
with snow and ice.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV242
DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
Transfer case difficult to shift or will
not shift into desired range.1) Transfer case shift linkage
binding.1) Repair or replace linkage as
necessary.
2) Insufficient or incorrect lubricant. 2) Drain and refill transfer case with
the correct type and quantity of
lubricant.
3) Internal transfer case
components binding, worn, or
damaged.3) Repair or replace components as
necessary.
Transfer case noisy in all drive
modes.1) Insufficient or incorrect lubricant. 1) Drain and refill transfer case with
the correct type and quantity of
lubricant.
Lubricant leaking from transfer case
seals or vent.1) Transfer case overfilled. 1) Drain lubricant to the correct
level.
2) Transfer case vent closed or
restricted.2) Clean or replace vent as
necessary.
3) Transfer case seals damaged or
installed incorrectly.3) Replace suspect seal.
Transfer case will not shift through
4X4 part time range (light remains
on)1) Incomplete shift due to drivetrain
torque load.1) Momentarily release the
accelerator pedal to complete the
shift.
2) Incorrect tire pressure. 2) Correct tire pressure as
necessary.
3) Excessive Tire wear. 3) Correct tire condition as
necessary.
4) Excessive vehicle loading. 4) Correct as necessary.
Fig. 2 Fill/Drain Plug And I.D. Tag Locations
1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
WJTRANSFER CASE - NV242 21 - 281
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)

OPERATION
Under normal driving conditions, the system oper-
ates conventionally, and the majority of available
torque is applied to the rear wheels. However, when
front-to-rear wheel speed variations exist, the pro-
gressive differential transfers torque to the axle with
the better traction, thus minimizing wheel spin and
maximizing control.
The key to this design is a progressive coupling
(Fig. 3), which is supplied with pressurized oil by a
gerotor style pump. The pump rotor and case are
driven by the front and rear driveshafts respectively,
and deliver pressurized oil flow to the coupling in
proportion to their speed difference. The progressive
coupling contains a multi-disc clutch pack that is
alternately splined to the front and rear driveshafts,
and controls torque variation between the front and
rear driveshafts as dictated by the pump.
A set of orifices and valves control the speed-differ-
ential starting point and rate of torque transfer rise
in the clutch. This allows the system to disregard the
normal speed differences between axles that result
from variations in front-to-rear loading and typical
cornering.
Transfer case operating ranges are selected with a
floor mounted shift lever. The shift lever is connectedto the transfer case range lever by an adjustable
cable. Range positions are marked on the shifter
bezel plate.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV247
CONDITION POSSIBLE CAUSE CORRECTION
TRANSFER CASE DIFFICULT TO
SHIFT OR WILL NOT SHIFT INTO
DESIRED RANGE1. Vehicle speed too great to permit
shifting1. Reduce speed to 3-4 km/h (2-3
mph) before attempting to shift
2. Transfer case external shift cable
binding2. Lubricate, repair or replace cable,
or thighten loose components as
necessary
3. Insufficient or incorrect lubricant 3. Drain and refill to edge of fill hole
with correct lubricant
4. Internal components binding,
worn, or damaged4. Disassemble unit and replace
worn or damaged components as
necessary
TRANSFER CASE NOISY IN ALL
MODES1. Insufficient or incorrect lubricant 1. Drain and refill to edge of fill hole
with correct lubricant.If unit is still
noisy after drain and refill,
disassembly and inspection may
be required to locate source of
noise
Fig. 3 Progressive Coupling
21 - 316 TRANSFER CASE - NV247WJ
TRANSFER CASE - NV247 (Continued)

CONDITION POSSIBLE CAUSE CORRECTION
NOISY INÐOR JUMPS OUT OF
4WD LOW RANGE1. Transfer case not completely
engaged in 4WD LOW (possibly
from shift to 4L while rolling)1. Stop vehicle, shift transfer case
to neutral, then shift back to 4WD
LOW
2. Shift linkage loose, binding, or is
misadjusted2. Tighten, lubricate, or repair
linkage as necessary. Adjust linkage
if necessary
3. Range fork cracked, inserts
worn, or fork is binding on shift rail3. Disassemble unit and repair as
necessary
4. Annulus gear or lockplate worn
or damaged4. Disassemble unit and repair as
necessary
LUBRICANT LEAKING FROM
OUTPUT SHAFT SEALS OR FROM
VENT1. Transfer case over filled 1. Drain to correct level
2. Vent closed or restricted 2. Clear or replace vent if necessary
3. Output shaft seals damaged or
installed correctly3. Replace seals. Be sure seal lip
faces interior of case when installed.
Also be sure yoke seal surfaces are
not scored or nicked. Remove
scores and nicks with fine
sandpaper or replace yoke(s) if
necessary.
REMOVAL
(1) Shift transfer case into NEUTRAL.
(2) Raise vehicle.
(3) Remove transfer case drain plug and drain
transfer case lubricant.
(4) Mark front and rear propeller shaft yokes for
alignment reference.
(5) Support transmission with jack stand.
(6) Remove rear crossmember and skid plate, if
equipped (Fig. 4).
(7) Disconnect front propeller shaft from transfer
case at companion flange. Remove rear propeller
shaft from vehicle. (Refer to 3 - DIFFERENTIAL &
DRIVELINE/PROPELLER SHAFT/PROPELLER
SHAFT - REMOVAL)
CAUTION: Do not allow propshafts to hang at
attached end. Damage to joint can result.
(8) Disconnect transfer case cable from range
lever.
(9) Disconnect transfer case vent hose (Fig. 5).
(10) Support transfer case with transmission jack.
(11) Secure transfer case to jack with chains.
(12) Remove nuts attaching transfer case to trans-
mission.
(13) Pull transfer case and jack rearward to disen-
gage transfer case (Fig. 5).
(14) Remove transfer case from under vehicle.
DISASSEMBLY
Position transfer case on shallow drain pan.
Remove drain plug and drain lubricant remaining in
case.
Fig. 4 Crossmember Removal
1 - CROSSMEMBER
2 - REAR TRANSMISSION MOUNT
WJTRANSFER CASE - NV247 21 - 317
TRANSFER CASE - NV247 (Continued)

BODY
TABLE OF CONTENTS
page page
BODY
DIAGNOSIS AND TESTING
WATER LEAKS........................1
WIND NOISE..........................2
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY
LUBRICATION.........................2
STANDARD PROCEDURE - DRILLING AND
WELDING............................3
SPECIFICATIONS
BODY LUBRICANTS....................3
SPECIFICATIONS - TORQUE.............4
SPECIAL TOOLS
BODY...............................4DECKLID/HATCH/LIFTGATE/TAILGATE........5
DOOR - FRONT.........................11
DOORS - REAR.........................19
EXTERIOR.............................25
HOOD.................................33
INSTRUMENT PANEL SYSTEM.............36
INTERIOR..............................69
PAINT.................................81
SEATS................................83
STATIONARY GLASS.....................93
SUNROOF.............................96
WEATHERSTRIP/SEALS..................105
BODY STRUCTURE.....................112
BODY
DIAGNOSIS AND TESTING
WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Cen-
trifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-
cle. For hoisting recommendations refer to Group 0,
Lubrication and Maintenance, General Information
section.
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
WJBODY 23 - 1