Jeep XJ. Manual — part 421
FIRST/SECOND/THIRD/REVERSE GEAR COMPONENTS
First through third and reverse gear components
are outlined in (Fig. 3).
The input shaft is meshed with the direct clutch
hub and the forward clutch drum. These elements
rotate as a unit. The forward clutch hub rotates as a
unit with the front planetary ring gear. The direct
clutch drum is meshed with the forward end of the
planetary sun gear.
The second brake hub serves as the outer race of
one–way clutch No. 1. The clutch inner race is locked
with the front/rear sun gear. The inner race of one–
way clutch No. 2 is splined to the transmission case
and is locked. The outer race rotates as a unit with
the rear planetary carrier.
The rear planetary ring gear is splined to the out-
put shaft. The front planetary carrier and rear car-
rier ring gear are meshed and rotate as a unit with
the output shaft.
FOURTH GEAR OVERDRIVE COMPONENTS
The overdrive system consists of the input shaft,
one–way clutch, planetary sun gear, ring gear, plan-
etary carrier, overdrive clutch and overdrive brake
(Fig. 4). The overdrive elements are controlled and
applied through transmission valve body solenoid
number two.
In fourth gear, the overdrive brake prevents the
overdrive sun gear from turning. The overdrive input
shaft and planetary carrier rotate as a unit. The sun
gear and overdrive direct clutch drum are in mesh
and operate as a single unit. The direct clutch
splines function as the hub for the overdrive brake.
The one–way clutch outer race is in mesh with the
planetary carrier. The inner race is fixed to the sun
gear 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 Dexron IIE/Mercon is the recommended
fluid for the AW-4 automatic transmissions.
Fig. 3 First/Second/Third/Reverse Gear Components
1 – 2ND COAST BRAKE
2 – DIRECT CLUTCH
3 – FORWARD CLUTCH
4 – FRONT PLANETARY RING GEAR
5 – SECOND BRAKE
6 – FIRST/REVERSE BRAKE
7 – REAR PLANETARY CARRIER
8 – REAR PLANETARY RING GEAR
9 – OUTPUT SHAFT
10 – FRONT & REAR PLANETARY SUN GEAR
11 – ONE-WAY CLUTCH NO. 2
12 – ONE-WAY CLUTCH NO. 1
13 – FRONT PLANETARY CARRIER
14 – INPUT SHAFT
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AW–4 AUTOMATIC TRANSMISSION
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DESCRIPTION AND OPERATION (Continued)
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
Mopar
t Dexron IIE/Mercon automatic transmission
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 fluid con-
dition. 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 deterioration
in shift quality may indicate fluid deterioration 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.
Fig. 4 Fourth Gear Overdrive Components
1 – CLUTCH
2 – BRAKE
3 – RING GEAR
4 – PLANETARY CARRIER
5 – SUN GEAR
6 – ONE-WAY CLUTCH
7 – INPUT SHAFT
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AW–4 AUTOMATIC TRANSMISSION
21 - 221
DESCRIPTION AND OPERATION (Continued)
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 5) 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. Torque converter
clutch engagement occurs in second gear in 1–2 posi-
tion; third gear in 3 position and third and fourth
gear in D position. 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. 5 Torque Converter Assembly
1 – TURBINE
2 – IMPELLER
3 – HUB
4 – STATOR
5 – CONVERTER CLUTCH DISC
6 – DRIVE PLATE
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AW–4 AUTOMATIC TRANSMISSION
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DESCRIPTION AND OPERATION (Continued)
IMPELLER
The impeller (Fig. 6) is an integral part of the con-
verter housing. The impeller consists of curved vanes
placed radially along the inside of the housing on the
transmission side of the converter. As the converter
housing is rotated by the engine, so is the impeller,
because they are one in the same and are the driving
member of the system.
Fig. 6 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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AW–4 AUTOMATIC TRANSMISSION
21 - 223
DESCRIPTION AND OPERATION (Continued)
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