2003 JEEP GRAND CHEROKEE Fuel pump line

REMOVAL
The overdrive unit can be removed and serviced
separately. It is not necessary to remove the entire
transmission assembly to perform overdrive unit
repairs.
If only the overdrive unit requires service, refer to
Overdrive Removal for proper procedures.
CAUTION: The transmission and torque converter
must be removed as an assembly to avoid compo-
nent damage. The converter driveplate, pump bush-
ing, or oil seal can be damaged if the converter is
left attached to the driveplate during removal. Be
sure to remove the transmission and converter as
an assembly.
(1) Disconnect battery negative cable.
(2) Disconnect and lower or remove necessary
exhaust components.
(3) Disconnect fluid cooler lines at transmission.
(4) Remove starter motor. (Refer to 8 - ELECTRI-
CAL/STARTING/STARTER MOTOR - REMOVAL)
(5) Disconnect and remove crankshaft position sen-
sor. (Refer to 14 - FUEL SYSTEM/FUEL INJEC-
TION/CRANKSHAFT POSITION SENSOR -
REMOVAL) Retain sensor attaching bolts.
CAUTION: The crankshaft position sensor will be
damaged if the transmission is removed, or
installed, while the sensor is still bolted to the
engine block, or transmission (4.0L only). To avoid
damage, be sure to remove the sensor before
removing the transmission.
(6) Remove the bolts holding the bell housing
brace to the transmission.
(7) Remove nut holding the bell housing brace to
the engine to transmission bending brace.
(8) Remove the bell housing brace from the trans-
mission (Fig. 13).
(9) Remove the bolt holding the torque converter
cover to the transmission.
(10) Remove the torque converter cover from the
transmission.
(11) If transmission is being removed for overhaul,
remove transmission oil pan, drain fluid and reinstall
pan.
(12) Remove fill tube bracket bolts and pull tube
out of transmission. Retain fill tube seal. On4x4
models, it will also be necessary to remove bolt
attaching transfer case vent tube to converter hous-
ing.
(13) Rotate crankshaft in clockwise direction until
converter bolts are accessible. Then remove bolts one
at a time. Rotate crankshaft with socket wrench on
dampener bolt.(14) Mark propeller shaft and axle yokes for
assembly alignment. Then disconnect and remove
propeller shaft. On4x4models, remove both propel-
ler shafts.
(15) Disconnect wires from park/neutral position
switch and transmission solenoid.
(16) Disconnect gearshift cable from transmission
manual valve lever (Fig. 14).
Fig. 13 Bell Housing Brace and Converter Cover
1 - Transmission
2 - Torque Converter Cover
3 - Bellhousing Brace
Fig. 14 Transmission Shift Cable
1 - SHIFT CABLE
2 - MANUAL LEVER
3 - MANUAL LEVER
WJAUTOMATIC TRANSMISSION - 42RE 21 - 27
AUTOMATIC TRANSMISSION - 42RE (Continued)

NOTE: Be sure that as the cable is pulled forward
and centered on the throttle lever stud, the cable
housing moves smoothly with the cable. Due to the
angle at which the cable housing enters the spring
housing, the cable housing may bind slightly and
create an incorrect adjustment.
(8) Reconnect the T.V. cable (B) to the throttle
bellcrank lever (C).
(9) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simul-
taneously.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 245) 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 torque
converter hub drives the transmission oil (fluid)
pump.
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 all transmission fluid
cooler(s) and lines.
Fig. 244 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 245 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
21 - 128 AUTOMATIC TRANSMISSION - 42REWJ
THROTTLE VALVE CABLE (Continued)

INSTALLATION........................253
OUTPUT SPEED SENSOR
DESCRIPTION........................254
OPERATION..........................254
REMOVAL............................254
INSTALLATION........................254
OVERDRIVE SWITCH
DESCRIPTION........................254
OPERATION..........................254
PARK LOCK CABLE
REMOVAL............................255
INSTALLATION........................255
PISTONS
DESCRIPTION........................256
OPERATION..........................256
PLANETARY GEARTRAIN
DESCRIPTION........................258
OPERATION..........................260
DISASSEMBLY........................260
CLEANING...........................260
INSPECTION.........................260
ASSEMBLY...........................261
SHIFT MECHANISM
DESCRIPTION........................261
OPERATION..........................261
REMOVAL............................261
INSTALLATION........................263
SOLENOID SWITCH VALVE
DESCRIPTION........................263
OPERATION..........................263
SOLENOIDS
DESCRIPTION........................263OPERATION..........................264
TORQUE CONVERTER
DESCRIPTION........................264
OPERATION..........................268
REMOVAL............................269
INSTALLATION........................269
TRANSMISSION CONTROL RELAY
DESCRIPTION........................270
OPERATION..........................270
TRANSMISSION RANGE SENSOR
DESCRIPTION........................270
OPERATION..........................270
TRANSMISSION SOLENOID/TRS ASSEMBLY
DESCRIPTION........................271
OPERATION..........................271
REMOVAL............................272
INSTALLATION........................272
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION........................272
OPERATION..........................272
VALVE BODY
DESCRIPTION........................273
OPERATION..........................273
REMOVAL............................274
DISASSEMBLY........................275
CLEANING...........................277
INSPECTION.........................277
ASSEMBLY...........................278
INSTALLATION........................279
AUTOMATIC TRANSMISSION -
545RFE
DESCRIPTION
The 545RFE automatic transmission is a sophisti-
cated, multi-range, electronically controlled transmis-
sion which combines optimized gear ratios for
responsive performance, state of the art efficiency
features and low NVH. Other features include driver
adaptive shifting and three planetary gear sets to
provide wide ratio capability with precise ratio steps
for optimum driveability. The three planetary gear
sets also make available a unique alternate second
gear ratio. The primary 2nd gear ratio fits between
1st and 3rd gears for normal through-gear accelera-
tions. The alternate second gear ratio (2prime) allows
smoother 4-2 kickdowns at high speeds to provide
2nd gear passing performance over a wider highway
cruising range. An additional overdrive ratio (0.67:1)
is also provided for greater fuel economy and less
NVH at highway speeds.The hydraulic portion of the transmission consists
of the transmission fluid, fluid passages, hydraulic
valves, and various line pressure control components.
The primary mechanical components of the trans-
mission consist of the following:
²Three multiple disc input clutches
²Three multiple disc holding clutches
²Five hydraulic accumulators
²Three planetary gear sets
²Dual Stage Hydraulic oil pump
²Valve body
²Solenoid pack
The TCM is the ªheartº or ªbrainº of the electronic
control system and relies on information from vari-
ous direct and indirect inputs (sensors, switches, etc.)
to determine driver demand and vehicle operating
conditions. With this information, the TCM can cal-
culate and perform timely and quality shifts through
various output or control devices (solenoid pack,
transmission control relay, etc.).
21 - 178 AUTOMATIC TRANSMISSION - 545RFEWJ

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)

an associated limp in will take two trips to illumi-
nate the MIL.
Refer to the Diagnostic Trouble Codes Description
Charts in this section and the appropriate Power-
train Diagnostic Procedure Manual for diagnostic
procedures.
DESCRIPTION - NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits,
systems and conditions that could have malfunctions
causing driveability problems. The PCM might not
store diagnostic trouble codes for these conditions.
However, problems with these systems may cause the
PCM to store diagnostic trouble codes for other sys-
tems or components. For example, a fuel pressure
problem will not register a fault directly, but could
cause a rich/lean condition or misfire. This could
cause the PCM to store an oxygen sensor or misfire
diagnostic trouble code
FUEL PRESSURE
The fuel pressure regulator controls fuel system
pressure. The PCM cannot detect a clogged fuel
pump inlet filter, clogged in-line fuel filter, or a
pinched fuel supply or return line. However, these
could result in a rich or lean condition causing the
PCM to store an oxygen sensor or fuel system diag-
nostic trouble code.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an inoperative ignition coil,
fouled or worn spark plugs, ignition cross firing, or
open spark plug cables.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine
cylinder compression.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or
leaking exhaust system, although it may set a fuel
system fault.
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injectoris installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIRFLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
DESCRIPTION - HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
DESCRIPTION - LOAD VALUE
ENGINE IDLE/NEUTRAL 2500 RPM/NEUTRAL
All Engines 2% to 8% of Maximum Load 9% to 17% of Maximum Load
25 - 20 EMISSIONS CONTROLWJ
EMISSIONS CONTROL (Continued)

EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS
DESCRIPTION
DESCRIPTION - EVAPORATION CONTROL
SYSTEM............................24
DESCRIPTION - CCV SYSTEM...........25
DESCRIPTION - PCV SYSTEM...........25
OPERATION
OPERATION - 4.0L CCV SYSTEM.........26
OPERATION - 4.7L PCV SYSTEM.........26
SPECIFICATIONS
TORQUE - EVAPORATION SYSTEM.......27
CCV HOSE
DIAGNOSIS AND TESTING - CCV SYSTEM -
4.0L................................28
REMOVAL - FIXED ORIFICE FITTING........28
INSTALLATION - FIXED ORIFICE FITTING....29
EVAP/PURGE SOLENOID
DESCRIPTION.........................29
OPERATION...........................29
REMOVAL.............................29
INSTALLATION.........................29
FUEL FILLER CAP
DESCRIPTION.........................29
OPERATION...........................29REMOVAL.............................29
LEAK DETECTION PUMP
DESCRIPTION.........................30
OPERATION...........................31
DIAGNOSIS AND TESTING - ENABLING
CONDITIONS TO RUN EVAP LEAK
DETECTION TEST.....................32
REMOVAL.............................35
INSTALLATION.........................35
ORVR
DESCRIPTION.........................37
OPERATION...........................37
P C V VA LV E
DIAGNOSIS AND TESTING - PCV VALVE/PCV
SYSTEM - 4.7L.......................37
REMOVAL - PCV VALVE - 4.7L.............39
INSTALLATION - PCV VALVE - 4.7L.........39
VACUUM LINES
DESCRIPTION.........................39
VAPOR CANISTER
DESCRIPTION.........................39
OPERATION...........................39
REMOVAL.............................40
INSTALLATION.........................40
EVAPORATIVE EMISSIONS
DESCRIPTION
DESCRIPTION - EVAPORATION CONTROL
SYSTEM
The evaporation control system prevents the emis-
sion of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through the control valve, through the fuel manage-
ment valve, and through vent hoses and tubes to a
charcoal filled evaporative canister. The canister tem-
porarily holds the vapors. The Powertrain Control
Module (PCM) allows intake manifold vacuum todraw vapors into the combustion chambers during
certain operating conditions.
Gas powered engines use a duty cycle purge sys-
tem. The PCM controls vapor flow by operating the
duty cycle EVAP purge solenoid. Refer to Duty Cycle
EVAP Canister Purge Solenoid.
When equipped with certain emissions packages, a
Leak Detection Pump (LDP) will be used as part of
the evaporative system for OBD II requirements.
Also refer to Leak Detection Pump.
Vehicles powered with gasoline engines are also
equipped with ORVR (On-Board Refueling Vapor
Recovery). Refer to ORVR for additional information.
25 - 24 EVAPORATIVE EMISSIONSWJ

NOTE: The evaporative system uses specially man-
ufactured lines/hoses. If replacement becomes nec-
essary, only use fuel resistant, low permeation
hose.
Certain components can be found in (Fig. 1).
DESCRIPTION - CCV SYSTEM
The 4.0L 6±cylinder engine is equipped with a
Crankcase Ventilation (CCV) system. The system
consists of:
²A fixed orifice fitting of a calibrated size. This
fitting is pressed into a rubber grommet located on
the top/rear of cylinder head (valve) cover (Fig. 2).
²a pair of breather tubes (lines) to connect the
system components.
²the air cleaner housing.
²an air inlet fitting (Fig. 2).
DESCRIPTION - PCV SYSTEM
The 4.7L V-8 engine is equipped with a closed
crankcase ventilation system and a Positive Crank-
case Ventilation (PCV) valve.
This system consists of:
Fig. 1 ORVR / LDP COMPONENTS
1 - FUEL TANK (LEFT SIDE) 6 - EVAP CANISTER
2 - FRAME RAIL (LEFT-REAR OUTSIDE) 7 - LDP FILTER
3 - FUEL VENT TUBE 8 - TWO-PIECE SUPPORT BRACKET
4 - FUEL FILL TUBE 9 - LEAK DETECTION PUMP (LDP)
5 - CONTROL VALVE
Fig. 2 CCV SystemÐ4.0L Engine
1 - AIR INLET FITTING
2 - FIXED ORIFICE FITTING
3 - CCV BREATHER TUBE (REAR)
4 - INT. MAN. FITTING
5 - CCV BREATHER TUBE (FRONT)
WJEVAPORATIVE EMISSIONS 25 - 25
EVAPORATIVE EMISSIONS (Continued)

INSTALLATION - FIXED ORIFICE FITTING
When installing fixed orifice fitting, be sure loca-
tions of fixed orifice fitting and air inlet fitting (Fig.
9) have not been inadvertently exchanged. The fixed
orifice fitting is light grey in color and is located at
rearof valve cover. The air inlet fitting is black in
color and is located atfrontof valve cover.
(1) Connect fitting to CCV breather tube.
(2) Return fixed orifice fitting to valve cover grom-
met.
EVAP/PURGE SOLENOID
DESCRIPTION
The duty cycle EVAP canister purge solenoid (DCP)
regulates the rate of vapor flow from the EVAP can-
ister to the intake manifold. The Powertrain Control
Module (PCM) operates the solenoid.
OPERATION
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged. The
PCM de-energizes the solenoid during open loop oper-
ation.
The engine enters closed loop operation after it
reaches a specified temperature and the time delay
ends. During closed loop operation, the PCM cycles
(energizes and de-energizes) the solenoid 5 or 10
times per second, depending upon operating condi-
tions. The PCM varies the vapor flow rate by chang-
ing solenoid pulse width. Pulse width is the amount
of time that the solenoid is energized. The PCM
adjusts solenoid pulse width based on engine operat-
ing condition.
REMOVAL
The duty cycle evaporative (EVAP) canister purge
solenoid is located in the engine compartment near
the brake master cylinder (Fig. 10).
(1) Disconnect electrical connector at solenoid.
(2) Disconnect vacuum lines at solenoid.
(3) Lift solenoid slot (Fig. 10) from mounting
bracket for removal.
INSTALLATION
(1) Position solenoid slot to mounting bracket.
(2) Connect vacuum lines to solenoid. Be sure vac-
uum lines are firmly connected and not leaking or
damaged. If leaking, a Diagnostic Trouble Code
(DTC) may be set with certain emission packages.
(3) Connect electrical connector to solenoid.
FUEL FILLER CAP
DESCRIPTION
The plastic fuel tank filler tube cap is threaded
onto the end of the fuel fill tube. Certain models are
equipped with a 1/4 turn cap.
OPERATION
The loss of any fuel or vapor out of fuel filler tube
is prevented by the use of a pressure-vacuum fuel fill
cap. Relief valves inside the cap will release fuel tank
pressure at predetermined pressures. Fuel tank vac-
uum will also be released at predetermined values.
This cap must be replaced by a similar unit if
replacement is necessary. This is in order for the sys-
tem to remain effective.
CAUTION: Remove fill cap before servicing any fuel
system component to relieve tank pressure. If
equipped with a California emissions package and a
Leak Detection Pump (LDP), the cap must be tight-
ened securely. If cap is left loose, a Diagnostic
Trouble Code (DTC) may be set.
REMOVAL
If replacement of the 1/4 turn fuel tank filler tube
cap is necessary, it must be replaced with an identi-
cal cap to be sure of correct system operation.
Fig. 10 EVAP/PURGE SOLENOID LOCATION
1 - BRAKE MASTER CYLINDER
2 - EVAP SOLENOID
3 - SLOT
4 - ELEC. CONNEC.
5 - VACUUM LINE CONNEC.
6 - TEST PORT
WJEVAPORATIVE EMISSIONS 25 - 29
CCV HOSE (Continued)