Jeep XJ. Manual — part 390
DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2–3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clock-
wise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the front
annulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
FLUID
NOTE: Refer
to
the
maintenance
schedules
in
Group 0, Lubrication and Maintenance for the rec-
ommended maintenance (fluid/filter change) inter-
vals for this transmission.
NOTE: Refer to Service Procedures in this group
for fluid level checking procedures.
DESCRIPTION
Mopar
t ATF Plus 3, Type 7176, automatic trans-
mission fluid is the recommended fluid for Daimler-
Chrysler automatic transmissions.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
Mopar
t ATF Plus 3, Type 7176, automatic trans-
mission fluid when new is red in color. The ATF is
dyed red so it can be identified from other fluids used
in the vehicle such as engine oil or antifreeze. The
red color is not permanent and is not an indicator of
Fig. 8 Direct Drive Powerflow
1 – FRONT CLUTCH APPLIED
2 – OVER-RUNNING CLUTCH FREE-WHEELING
3 – OUTPUT SHAFT
4 – REAR CLUTCH APPLIED
5 – OUTPUT SHAFT
6 – INPUT SHAFT
7 – OVER-RUNNING CLUTCH FREE-WHEELING
8 – REAR CLUTCH APPLIED
9 – FRONT CLUTCH APPLIED
10 – INPUT SHAFT
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AUTOMATIC TRANSMISSION—30RH
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DESCRIPTION AND OPERATION (Continued)
fluid condition. As the vehicle is driven, the ATF will
begin to look darker in color and may eventually
become brown. This is normal. A dark brown/black
fluid accompanied with a burnt odor and/or deterio-
ration in shift quality may indicate fluid deteriora-
tion or transmission component failure.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various “special” additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additives must not be used. The use of trans-
mission “sealers” should also be avoided, since they
may adversely affect the integrity of transmission
seals.
OPERATION
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays con-
stant through the temperature range of operation,
transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 9) is a hydraulic device
that couples the engine crankshaft to the transmis-
sion. The torque converter consists of an outer shell
with an internal turbine, a stator, an overrunning
clutch, an impeller and an electronically applied con-
verter clutch. The converter clutch provides reduced
engine
speed
and
greater
fuel
economy
when
engaged. Clutch engagement also provides reduced
transmission
fluid
temperatures.
The
converter
clutch engages in third gear. 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 fluid cooler and lines.
Fig. 9 Torque Converter Assembly
1 – TURBINE
2 – IMPELLER
3 – HUB
4 – STATOR
5 – CONVERTER CLUTCH DISC
6 – DRIVE PLATE
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AUTOMATIC TRANSMISSION—30RH
21 - 97
DESCRIPTION AND OPERATION (Continued)
IMPELLER
The impeller (Fig. 10) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving member of the system.
TURBINE
The turbine (Fig. 11) is the output, or driven, mem-
ber of the converter. The turbine is mounted within
the housing opposite the impeller, but is not attached
to the housing. The input shaft is inserted through
the center of the impeller and splined into the tur-
bine. The design of the turbine is similar to the
impeller, except the blades of the turbine are curved
in the opposite direction.
Fig. 10 Impeller
1 – ENGINE FLEXPLATE
2 – OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION
3 – IMPELLER VANES AND COVER ARE INTEGRAL
4 – ENGINE ROTATION
5 – ENGINE ROTATION
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AUTOMATIC TRANSMISSION—30RH
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DESCRIPTION AND OPERATION (Continued)
STATOR
The stator assembly (Fig. 12) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 13).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
Fig. 11 Turbine
1 – TURBINE VANE
2 – ENGINE ROTATION
3 – INPUT SHAFT
4 – PORTION OF TORQUE CONVERTER COVER
5 – ENGINE ROTATION
6 – OIL FLOW WITHIN TURBINE SECTION
Fig. 12 Stator Components
1 – CAM (OUTER RACE)
2 – ROLLER
3 – SPRING
4 – INNER RACE
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AUTOMATIC TRANSMISSION—30RH
21 - 99
DESCRIPTION AND OPERATION (Continued)
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