Jeep Grand Cherokee Transmission

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• Grand Cherokee WJ (1999-2005) Engine: Unit: Capacity: Change interval: Oil type: Grand Cherokee 2.7 CRD AWD: Transmission, automatic-Check 20000 km, Change 40000 km.

1. Jeep Grand Cherokee Transmission Identification
2. Jeep Grand Cherokee Transmission Problems
3. Jeep Grand Cherokee Transmission Flush
4. Jeep Grand Cherokee Transmission

Jeep Grand Cherokee Automatic Transmission With its standard five-speed automatic transmission and V6 engine, your Jeep Grand Cherokee is the perfect mid-size SUV for towing and hauling. Keep that engine running smoothly by regularly checking transmission fluid and visiting AutoZone for Jeep Grand Cherokee automatic transmission parts. We offer the following Automatic Transmission Models for Jeep 42RE and 45RF. Don't see what you need just give us a call toll free 888-824-2012. Make: Model: Year: Transmission: Code: Engine: JEEP: CHEROKEE: 1995 - 2000: 3 SP RWD/AWD: A904 (TF6) L4 2.5L: JEEP: CHEROKEE: 2000 - 2003: 4 SP RWD/AWD: 42RE: L6 4.0L.

Vehicles made by American Motors Corporation (AMC) and Jeep incorporated a variety of transmissions and transfer case systems. This article covers transmissions used in the following vehicle models and years:

• All American Motors (AMC) passenger cars, 1954-1988
• Jeep Cherokee XJ (1984–2001)
• Jeep Comanche (1985-1992)
• Jeep CJ (1976–1986)
• Jeep Grand Cherokee WJ (1999–2004)
• Jeep Grand Cherokee ZJ (1993–1998)
• Jeep Wagoneer/Grand Wagoneer (1963–1991)
• Jeep Wrangler YJ (1987–1995)

Transmissions[edit]

Transmissions used in later AMC vehicles came with either a 21-spline or a 23-spline output shaft. Transmissions coupled to four-cylinder engines typically used 21-spline output shafts. The 23-spline manual transmission was universal in the Eagle lines and was generally used with six-cylinder applications. All transfer cases were available with inputs matching either 21- or 23-spline shafts, making transmission swaps possible among various models and years. However, the depth of transfercase input and length of trans output (measured from the mounting flange) changed, and there is 15/16' difference between early and late models.

Manual[edit]

4r75w transmission. The following manual transmissions have been used in the vehicles listed above:

• Aisin AX4 four-speed (used with 4 cyl and 2.8 L V6)
• Aisin AX5 five-speed (used with 4 cyl and 2.8 L V6)
• Aisin AX15 five-speed (used with 4.0 L from 1989)
• Borg-Warner HR1 four-speed synchronized unit (used only with the 121-4 engine)
• Borg-Warner SR4 four-speed synchronized unit (late-1970s/early-1980s 6 cylinder and 304 V8)
• Borg-Warner T4 four-speed (used only after 1981)
• Borg-Warner T5 five-speed (used only after 1981)
• Borg-Warner T10 four-speed (car only)
• Borg-Warner T14 three-speed
• Borg-Warner T15 three-speed
• Borg-Warner T18 four-speed (4:1 first gear)
• Borg-Warner T18A four-speed (6:1 first gear)
• Borg-Warner T85 three-speed
• Borg-Warner T86 three-speed
• Borg-Warner T89 three-speed
• Borg-Warner T96 three-speed
• Borg-Warner T90 three-speed
• Borg-Warner T98 four-speed
• Peugeot BA-10/5 five-speed
• Tremec T176 four-speed (used with AMC 6-cylinder, ISUZU 4L Diesel and 304 V8 engines)
• Tremec T177 four-speed (used only from 1980 to 1988 in full size Jeeps with V8)
• Tremec T150 three-speed (also called 150T)

Automatic[edit]

The following automatic transmissions have been used in the vehicles listed above:

• Borg-Warner M8, M10, M11A, M11B and M12; cast-iron three-speed automatic with torque converter; used in many AMC 6- and V8-cylinder passenger cars built between 1957 and 1971. These transmissions were water-cooled, and were marketed under the name 'Flash-O-Matic.'
• Borg-Warner M35, M36, and M37. Three-speed gearset with torque converter, air-cooled. Used in the Rambler American 6-cylinder cars between 1963 and 1969 as 'Flash-O-Matic.'
• Borg-Warner M40, M42, M43, and M44. 3-speed with torque converter, water-cooled. Used in AMC 6- and V8 engines between 1970 and 1971; also the 290 2-bbl V8 engine between 1967 and 1969 (M40). Marketed as 'Shift-Command.'
• Aisin-Warner AW4 four-speed; from 1987 in XJ and MJ with 4.0 L and some 2.5 L.
• GM THM400 three-speed with AMC pattern from 1974 to 1979 and Buick Nailhead case with adapter rings to fit AMC 327, Buick 350 and V6 as well as AMC V8 before 1974
• Chrysler 45RFE four-speed
• Chrysler 545RFE five-speed (used with 5.7 L Hemi engine and VM Motori 2.8 L Turbo Diesel, same as 45RFE used with 4.7 L, but different software enabling a second overdrive)
• TorqueFlite 998 three-speed; used with the 4.2 L I6 in most AMC cars and 304 V8s.
• TorqueFlite 904 or 909 (lockup) three-speed; used with the 2.5 L I4 or 3.8/4.2 L I6 in most AMC cars from 1972 to 1983, and also from 1980 to 1987 Jeeps, as well as with the 2.0 L Audi engine in Postal Jeeps
• TorqueFlite A727 three-speed; used in AMC Jeep applications with V8 and some I6 engines (can be swapped into Eagles, etc., for 998 replacement)
• TorqueFlite A727 with Mopar big block pattern and adapter to Nissan SD33 diesel (CJ10A tugs mostly. Shared with IH Scouts)
• TorqueFlite 30RH three-speed; 1984-96 2.5 L XJ Cherokee
• TorqueFlite 32RH three-speed; 1994 4.0 L XJ Cherokee (limited use export only)
• TorqueFlite 32 RH three-speed; 19974.0 L TJ Wrangler
• TorqueFlite 42RE four-speed; 1994-96 4.0 L Grand Cherokee, 1996 V8 Grand Cherokee
• TorqueFlite 44RH four-speed; 1994 Grand Cherokee (limited use)
• TorqueFlite 44RE four-speed; 1996 Grand Cherokee
• TorqueFlite 46RH four-speed; 1993-95 5.2 L Grand Cherokee
• TorqueFlite 46RE four-speed
• Ultradrive 42RLE four-speed

Aisin-Warner[edit]

The Aisin-Warner four-speed automatic transmission (AW4) was co-designed by AMC and Borg Warner, and built by Aisin in their new facility for use with the Cherokee XJ's 4.0L inline six cylinder engine. It was manufactured by Aisin-Warner, a member of the Toyota group, in partnership with Borg-Warner. It shares many parts with the Aisin 450-43LE that is used in Toyota off-road vehicles.

The AW4 is also used behind the 2.5 L (150 CID) AMC Straight-4 engine. It has a removable bell housing with a mount for the crankshaft position sensor. Early AW4s used 21-spline output shafts. In 1991 the AW4 was changed to a 23-spline output shaft, concurrent with adoption of the High Output (commonly known as H.O.) inline six-cylinder engine. Some sources state that the output shaft spline change occurred for the 1990 model year. The change most likely occurred during the 1990 model run with early 1990 models receiving 21-spline transmission and later models receiving 23-spline. If swapping transmissions in 1990 model year vehicles either swap the transfer case as well or make sure to check spline count. The input on the transfer case can also be changed to match the output shaft spline count. Rear-wheel-drive-only transmissions all have the same spline count on the output shaft, only 4x4 models are affected by differing spline count.

Gear Ratios for the AW4:

• 1st: 2.80
• 2nd: 1.53
• 3rd: 1.00
• 4th: 0.75 (23-spline, 0.705 21-spline)

Models that used the AW4:

• 1987–2001 Jeep Cherokee (XJ) 4.0 L
• 1993–1993.5 Jeep Grand Cherokee (ZJ) 4.0 L
• 1987–1992 Jeep Comanche 2.5 L
• 1987–1992 Jeep Comanche 4.0 L

Chrysler/TorqueCommand[edit]

For the 1972 model year, AMC began to purchase a variation of the Chrysler-developedTorqueFlite transmission and named it TorqueCommand. All TorqueCommand automatics used 23-spline output shafts. Later on, as AMC revised their mainstay engines to have lighter casting technology, these transmissions were available in both the Chevrolet small V6 engine pattern (used on the AMC 150 I4) and the AMC late model pattern that was used on their I6 and V8 engines. Other than the bell housing pattern (main transmission case) and the torque converter, the AMC version is the same as other Chrysler transmissions—all parts interchange (torque converters do not interchange - unlike the Chrysler torque converters which have a pressed on ring gear for the starter teeth AMC uses a traditional 164 tooth flexplate similar in design to those used by Ford.

AMC used several different 9XX transmission cases for different engines. 1980 up CJs and 1980 to early 1983 AMC Eagles with 4-cyl used a small block Chev pattern. The 1983 up used 60 degree V6 pattern for the 2.5 and 2.8 (outsourced from GM through 1986) engines. The 2.5 L kept the same pattern through the end of production (also shared with FWD Cadillac engines). For 1979 through 1981, there was also an Audi 2.0 L pattern 904.

Transfer cases[edit]

The transfer case is an auxiliary transmission that connects the front and rear axles. It also commonly provides a selectable secondary gearreduction. AMC and Jeep vehicles have used several different transfer cases in their various models.

Dana[edit]

Jeep has used three different transfer cases made by the Spicer Division of Dana Holding Corporation. They are the 18, 20, and 300 models.

Dana 18[edit]

The Dana 18 is a gear driven part-time transfer case.^[2] Both the front and rear output shafts are offset towards the passenger side of the vehicle. Drive modes offered include 2-wheel high, part-time 4-wheel high, and part-time 4-wheel Low. All Dana 18 cases are cast iron and use the 'Texas' bolt pattern with five bolts holding on the transfer case. There are five variations:

• 27-tooth drive gear, 3/4' intermediate shaft and 1.98:1 low range, 3' input hole
• 26-tooth input gear, 3/4' intermediate shaft and 2.42:1 low range, 3' input hole
• 26-tooth input gear, 1⅛' intermediate shaft and 2.42:1 low range, 3' input hole
• 26-tooth input gear, 1¼' intermediate shaft and 2.42:1 low range, 3' input hole
• 29-tooth input gear, 1¼' intermediate shaft and 2.46:1 low range, 4' input hole, Dana 20 case

The normal (3') input Dana 18s are interchangeable, but the input gear must match the transfer case. The 'big hole' (4' input) Dana 18 is transmission-interchangeable with the Dana 20. Almost all Dana 18 and Dana 20 input gears are 6-spline; the only exception is the one used with the 10-spline version of the T14 transmission. Some International Scout Dana 20s with a 727 automatic transmission use a 23 spline 26 tooth gear

All Dana 18s have front and rear outputs offset to the right side. Most vehicles built with a Dana 18 have the rear axle offset to the right side to accommodate this. Most other transfer cases used in Jeeps have a centered rear output that lines up with the input shaft. The Dana 18 always has gears turning, which makes it noisier then some other transfer cases when in two-wheel-drive mode.

Applications:

• 1941-1945 Willys MB
• 1950-1952 Willys M38
• 1941-1971 Willys Jeep Truck

Dana 20[edit]

The Dana 20 can be identified by the center rear output, cast iron construction, and deep oil pan. Like the Dana 18, it uses the Texas bolt pattern to hold the transfer case in place. This is a heavy-duty, gear-driven part-time^[2] transfer case with a 26-tooth input gear. The output for the front drive shaft is on the right side and the rear output is in line with the input. This enables 2-wheel High to be direct-drive, which is quieter. Otherwise the Dana 20 offers the same drive modes as the Dana 18. Its low range has a ratio of 2.03:1.

The Dana 20 is generally compatible with the 'big hole' Dana 18. One exception is the version used with the THM400 in full-size Jeep trucks, which used a different spline number on the input gear.

Applications:

• 1963-1979 Willys-Overland Jeepster
• 1979 International Scout with 727TF AT uses the 23 spline 26 tooth gear.

Dana 21[edit]

The Dana 21 part-time gear system with single-speed case with automatic transmission.^[3] The Dana 21 is essentially a Dana 20 without a low range (offering only 2-wheel high and part-time 4-wheel high).

Applications:

• 1963-1969 Jeep SJ
• 1963-1969 Jeep Gladiator

Dana 300[edit]

The Dana 300 part-time gear-driven transfer case.^[2] That uses a round bolt pattern and has a nearly flat oil pan. It is a heavy-duty, gear-driven transfer case with a 23-spline input shaft. The case is cast iron but the tail housing is aluminum. The ID number C300-15 is stamped on the case. The output for the front drive shaft is on the right side and the rear output in line with the input. Low range is 2.62:1.

One common modification of the Dana 300 is to add oil paddles to the main shaft to prevent oil starvation of the rear bearing.

The Dana 300 was used in Jeep CJs from 1980 to 1986. The 1980 factory original came with a shorter tail housing and a longer rear drive shaft. The Dana 300 should fit behind all TorqueCommand 4x4 transmissions.

Applications:

• 1980-1986 Jeep CJ

New Process/New Venture[edit]

In general, New Process transfer cases are identified by a three-digit code. The first digit (1 or 2) determines the number of gearranges. The second digit is a series number that reflects design, and provides minimal information about torque handling. For example, if the second digit is a 1, there is no two-wheel-drive option; if it is a 2, 2WD is available. Other numbers have similar meanings. The third digit indicates differential type: 1 means locked (no differential), 2 means open, 3 means electric locked, 4 and 5 both indicate an asymmetricaltorque split planetary gear and gear drive, 6 means an electronic clutch pack, 7 means a hydraulic clutch pack (except for the unique 207), and 9 means a viscous coupler.

The AMC Eagle used three New Process transfer cases (Models 119, 128, and 129) that were single speed versions of the models (219, 228, and 229) that were used in 1980 and newer Jeeps. There was no difference between the Eagle versions and the Jeep versions other than the addition of a low range, indicated by the 2 as the first digit.

New Process transfer cases are chain-driven and use a circular 6 bolt, 23-spline input on the case. The output for the front drive shaft is on the left side. The New Process transfer cases used by AMC attach the same as the Dana 300 except that New Process cases have the front output on the left side. Interchange ('flip') is possible, but there is an indexing lug in the pattern, in an attempt to allow the transfer case to attach in only one position. Thus, some modification on the transfer case or the adapter is required.

Because of changes in the name of the manufacturing company, new versions of the NP231 and NP242 are referred to as NV (New Venture) or NVG (New Venture Gear).

↑ The 249 was available in two versions. The early (1993–1996) version had no differential lock and the viscous coupling spanned the center differential, creating a 50/50 torque split. The later version (1996 and beyond) had a viscous front drive, creating a rear torque bias, but included a provision to lock the center differential.

Overdrives and underdrives[edit]

Borg-Warner overdrive was available from early 1960 to 1969. The Borg-Warner overdrive case is 11¾ inches long (less torque tube adapter, if required), including the 1¹⁄₂-inch-thick (38 mm) adapter. A complete T96 with overdrive is 18¾ inches long from front of case to end of tailshaft housing. The overdrive unit is the same for all.

The Dana 18 has a power take-off (PTO) attachment on the case that can be used to drive equipment that accepts PTO input. A unique feature of the Dana 18 is the overdrive that attaches in the PTO port in the back of the system. An adapter allows use of both the overdrive and the PTO attachment, but it is no longer produced. 11 knives movie trailer.

Laycock de Normanville overdrive was available from 1974 through 1976 for inline six engines with the 150T and for V8 torque tube cars with the T89.

Transmission to transfer case adapters and clocking[edit]

Transmissions end with a splined tail shaft, more commonly called an output shaft. When one or more auxiliary units are bolted to the main transmission, these are called adapters, extension housings, or tail housings. All factory applications with a four-wheel drive transfer case require an adapter, and many upgrade transmissions that would otherwise be incompatible can be adapted to Jeep transfer cases.

Clocking refers to the angle at which the transfer case is tilted with reference to the horizontal plane. Stock Jeep clocking for the Dana 300 (1980–1986) is usually 23° and stock Eagle and Jeep/New Process clocking is usually 13°. Many factors, most notably ground clearance and front drive shaft clearance, can necessitate a change in the clocking angle. Some aftermarket adapters feature flanges with multiple clocking options.

Bell housings[edit]

The bell housing bolt pattern for the old AMC 196 Straight-6 engine is the same as for the more modern early 199 and 232 (used from 1964 to 1971), but the 196 had different dowel pin sizes. AMC's 1956 to 1966 V8s used a different bell housing bolt pattern that was slightly larger in diameter than the six cylinder bell. When AMC discontinued their first V8 engine design after 1966, the bell housing changed; all 1966-up V8 bell housing bolt patterns are the same. The bell housing for six-cylinder engines changed to match the V8 in 1972 when AMC switched from Borg-Warner to Chrysler transmissions automatic. The flywheel also changed from 153 teeth (a common Chevy size) to 164 teeth (a common Ford size). Starter motors used with the 1966-up V8 bellhousing were sourced from Motorcraft which interchanges with the Ford V8 and some of their inline sixes (which uses a separate starter solenoid) - the Jeep 4.0 L uses a Mitsubishi-designed starter which has an integrated solenoid which is lighter in weight but retaining the two mounting bolts with a threaded top hole and unthreaded hole which bolts to the transmission bellhousing.

The Iron Duke I4 used by AMC in Jeeps from 1980 to 1983 used the standard small block Chevrolet bolt pattern bell housing. The later (1984-02) AMC I4 had the GM 60 degree V6/I4 bolt pattern, and this was retained for the life of the engine. AMC often used lighter duty transmissions with the four cylinder engines.

Applications[edit]

See also[edit]

Companies

Parts

• Transmission Technologies Corporation Tremec

References[edit]

1. ^ ^abJeep Wagoneer/Comanche/Cherokee Repair Manual. Chilton Book Company. 1996. pp. 1–25. ISBN0-8019-8674-5.
2. ^ ^abcAllen, Jim (2007). Jeep 4x4 Performance Handbook. MBI Publishing. p. 116. ISBN978-0-7603-2687-9. Retrieved 26 May 2016.CS1 maint: discouraged parameter (link)
3. ^Allen, Jim (1998). Jeep 4x4 Performance Handbook. MotorBooks/MBI Publishing. p. 90. ISBN978-0-7603-0470-9.CS1 maint: discouraged parameter (link)
4. ^'NP 229 - Does it have a Differential or Not'. International Full Size Jeep Association. 7 October 2010. Retrieved 26 May 2016.CS1 maint: discouraged parameter (link)
5. ^'Jeep NP-249 Viscous Coupler Replacement'. Archived from the original on 12 July 2006. Retrieved 26 May 2016.CS1 maint: discouraged parameter (link)

External links[edit]

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2006 Jeep Grand Cherokee

Typical Repair Cost:

$2,290

Average Mileage:

105,300 miles

Total Complaints:

9 complaints

Most Common Solutions:

1. replace transmission (5 reports)
2. not sure (4 reports)

transmission problem

Helpful websites

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2006 Jeep Grand Cherokee Owner Comments

Grand Cherokee Laredo 3.7L V6

• Automatic transmission
• 155,300 miles

Periodically the Jeep won't shift out of 3rd gear. This is problematic on the highway. A code PO758 was thrown when I scanned it. This refers to 'shift solenoid B electrical'. I have found a bit of information online concerning this problem/code and the results seem to be 1. transmission fluid low 2. transmission fluid dirty 3. Solenoid is bad 4. Solenoid harness or connectors are bad. Codes concerning solenoid A and C may or may not be related. Hope this helps someone.

- Giggling F., Raleigh, NC, US

Grand Cherokee Overland 5.7L

• Automatic transmission
• 151,000 miles

This is the 2nd transmission I had to get for Chrysler's over priced Chinese quality(cheap). The 1st time my transmission failed was about 100.000 miles- it would surge at speed and down shift to dangerous levels when towing a trailer thru the blue ridge mountains. Check engine lite- transmission failure. Had the transmission replaced. Then at about 150,000 miles the replacement failed (same failure). I had to have the transmission rebuilt at considerable cost. I don't want to go into it but also the Hemi-tick which the dealer states is normal for this engine.RIGHT(BS).the transmission has a program glitch/ hydraulics flaw that causes the dangerous down shift from 5 to 2 at 60mph!!!!!! RPM jump to over 5500. The transmission is the same one used in the 6 cylinder, and is not able to handle the hemi motor/hp. I have the tow package also.. don't believe the tow rating- Hemi can do it but transmission is garbage. The should have put the same drive train in the hemi jeeps as the dodge pickups...Jeep has engineered planned Obsolescence for the jeep. Americans need to stop buying jeeps until Chrysler learns the hard way that quality and safety and dependability are #1. Ford learned this in the late 90's. During the rebuild a lot of the components where replaced-the hydraulic valve body had also been replaced with new.

- Tim G., Aiken, US

Grand Cherokee Limited 5.7L

• Automatic transmission
• 140,000 miles

I bought my '06 JGC from Oak Harbor Motors in November 2015. In February 2016 I had my first incident where the vehicle while in drive acted as if it was in neutral and would rev but not go anywhere and make a loud noise like gears grinding. This would occur periodically throughout the next year and a half or so. Usually about half a mile after first starting it causing me to veer off on the side of the road to turn it off and on again until it would finally shift into gear.

Within the past two months it started to happen more frequently and to where I would have to turn it off and on about 20 or so times until it would finally go into gear. The jeep dealership and Chrysler have been no help. My mechanic is stumped. It is now to the point that it will not go into gear at all and I have it parked with the parking brake on because although I have it in park, it is still in neutral. Please Help!!!! it seems as if many people have had this same issue. What is the resolution?

- Sheri R., oak harbor, Washington, US

Grand Cherokee Limited 4.7L V8

• Automatic transmission
• 102,844 miles

A D V E R T I S E M E N T S

I PURCHASE THE VEHICLE ON 01/14/2013.

TOOK IT BACK THE FIRST TIME 02/11/2013. REPORTED VEHICLE DOES NOT SHIFT CORRECTLY FIRST THING IN THE MORNING (WHEN IT IS COLD). CHECK ENGINE LIGHT WAS ON REPORTS TRANSMISSION ISSUES. UNFORTUNATELY THE ENGINE LIGHT WAS NOT ON WHEN TOOK INTO DEALERSHIP. LUCKY THEM. UNLUCKY ME. THEY REPORTED BACK THAT THEY COULD NOT DUPLICATE THE ISSUE.

BACK IN DEALERSHIP 02/18/2013. REPORTED WHEN PUTTING VEHICLE IN REVERSE IT WONT GO. MUST PUT BACK INTO PARK AND BACK IN REVERSE THEN GOES. DOWNSHIFTS HARD. WHEN APPLYING GAS RPMS GO HIGH AND VEHICLE DOESN'T MOVE. PUT BACK IN PARK AND THEN DRIVE AND IT GOES.

BACK UP IN DEALERSHIP VIA FLAT BED TOW TRUCK. CUSTOMER REPORTS ' TURNED LEFT, LOAD CLUNK, VEHICLE REV'ED HIGH AND WOULD HARDLY MOVE. LIMPED BACK HOME.

BACK IN DEALERSHIP 10/25/2013. REPORTED PUT VEHICLE IN 4 WHEEL LOW, THEN TAKE OUT SERVICE 4 WHEEL SYSTEM LIGHT COMES ON. VEHICLE SURGES AT HIGH SPEED.

CAN'T WAIT TO GET RID OF THIS VEHICLE.

- Michael K., Kalamazoo, MI, US

Grand Cherokee Limited 5.7L V8 Hemi

• Automatic transmission
• 88,500 miles

I purchased the Jeep Grand Cherokee Ltd in Dec 2011 and driving it home thought I felt a mis-shift but it didn't happen again for a couple weeks. Then it began to fail with exponential frequency until one night I barely got it back to the driveway where it failed completely and had to be towed to a transmission specialist shop. This was less than 600 miles since purchasing it. Luckily I bought the extended used car warranty! If they offer you one always take it and don't buy the car if they don't offer you one. The warranty only covered a used transmission and they ordered it. It didn't fit my car. Thankfully the only one they could find was a rebuilt certified transmission (twice the price) and had to buy that for me. The transmission would have cost me $3200 plus $1800 labor (due to the mistakes the warranty co made) and AAA paid $150 for the tow. But I did have to pay in the sense I was without a car I just bought for 2 months (due to order/shipment mistakes)

- fxmagician, Nevada City, CA, US

Search CarComplaints.com for these popular complaint phrases..

Grand Cherokee

• Automatic transmission
• 111,000 miles

I BOUGHT MY 2006 JEEP GRAND CHEROKEE 4X4 USED IN 2010 WITH ONLY 22,500 MILES ON IT . IT CAME WITH A FULL 3 YEAR WARRANTY. IN JUNE OF 2013 I HAD IT TO THE DEALER JUST BEFORE THE WARRANTY EXPIRED BECAUSE THE CAR WOULD SHAKE AND ALMOST SHUT OFF WHENEVER I STOPPED FOR A TRAFFIC SIGNAL.

I WAS TOLD THE PROBLEM WAS WITH THE TRANSMISSION BECAUSE THE TRANSMISSION WASN'T SHIFTING OUT OF SECOND GEAR WHEN I STOPPED. THEY FIXED THE PROBLEM.

IN SEPTEMBER 2014 THE PROBLEM STARTED AGAIN. I HAD THE TRUCK CHECKED AND WAS TOLD THERE WAS NOTHING FOUND TO BE WRONG. NOVEMBER 2014 I HAD DRIVEN FOR ABOUT 25 MINUTES, STOPPED AT A TRAFFIC LIGHT AND MY CHECK ENGINE LIGHT CAME ON . IT WAS THE TRANSMISSION AGAIN. IT HAD TO BE REPAIRED FOR THE SHIFTING ISSUE AGAIN PLUS ALL THE HOSES NEEDED TO BE REPLACED. THAT COST ME AROUND $400 THANKS TO A MECHANIC WHO ACTUALLY FELT SORRY FOR ME.

BY FEBRUARY 2015 THE ISSUE HAD RETURNED AGAIN AND THIS TIME THE TRANSMISSION SHIFTS AFTER LONG INTERVALS AND IT IS SLOW TO SHIFT. I HAVE NOT BEEN ABLE TO HAVE IT REPAIRED THIS TIME .

- Bonnie H., HAVRE DE GRACE, MD, US

Grand Cherokee Limited Hemi 5.3L

Jeep Grand Cherokee Transmission Identification

• Automatic transmission
• 80,000 miles

In June 2014 Jeep issued the n-23 safety recall. The vehicle was taken to a dealer, recall was done.

Since then there has been nothing but problems with 4 wheel drive, will not go into neutral (for towing), will not go into 4 wheel low, will go into neutral on its own. We filed a case with customer service, have take it in 7 times and the problem still comes back. Customer service will not answer my emails anymore. I guess they see me as a pain in the ass. But the n-23 recall caused this problem, not me, and they cannot offer a solution as of July 2014 saying take back to dealer.

I have tried to get a hold of some one at the corp office but there is no way, you only get back to customer service. I ask who is their boss and they tell me they do not know. I guess they think that I am that stupid to believe that. The main office is well insulated from the consumer, they have many firewalls to keep you from contacting them.

Jeep Grand Cherokee Transmission Problems

Clocking refers to the angle at which the transfer case is tilted with reference to the horizontal plane. Stock Jeep clocking for the Dana 300 (1980–1986) is usually 23° and stock Eagle and Jeep/New Process clocking is usually 13°. Many factors, most notably ground clearance and front drive shaft clearance, can necessitate a change in the clocking angle. Some aftermarket adapters feature flanges with multiple clocking options.

Bell housings[edit]

The bell housing bolt pattern for the old AMC 196 Straight-6 engine is the same as for the more modern early 199 and 232 (used from 1964 to 1971), but the 196 had different dowel pin sizes. AMC's 1956 to 1966 V8s used a different bell housing bolt pattern that was slightly larger in diameter than the six cylinder bell. When AMC discontinued their first V8 engine design after 1966, the bell housing changed; all 1966-up V8 bell housing bolt patterns are the same. The bell housing for six-cylinder engines changed to match the V8 in 1972 when AMC switched from Borg-Warner to Chrysler transmissions automatic. The flywheel also changed from 153 teeth (a common Chevy size) to 164 teeth (a common Ford size). Starter motors used with the 1966-up V8 bellhousing were sourced from Motorcraft which interchanges with the Ford V8 and some of their inline sixes (which uses a separate starter solenoid) - the Jeep 4.0 L uses a Mitsubishi-designed starter which has an integrated solenoid which is lighter in weight but retaining the two mounting bolts with a threaded top hole and unthreaded hole which bolts to the transmission bellhousing.

The Iron Duke I4 used by AMC in Jeeps from 1980 to 1983 used the standard small block Chevrolet bolt pattern bell housing. The later (1984-02) AMC I4 had the GM 60 degree V6/I4 bolt pattern, and this was retained for the life of the engine. AMC often used lighter duty transmissions with the four cylinder engines.

Applications[edit]

See also[edit]

Companies

Parts

• Transmission Technologies Corporation Tremec

References[edit]

1. ^ ^abJeep Wagoneer/Comanche/Cherokee Repair Manual. Chilton Book Company. 1996. pp. 1–25. ISBN0-8019-8674-5.
2. ^ ^abcAllen, Jim (2007). Jeep 4x4 Performance Handbook. MBI Publishing. p. 116. ISBN978-0-7603-2687-9. Retrieved 26 May 2016.CS1 maint: discouraged parameter (link)
3. ^Allen, Jim (1998). Jeep 4x4 Performance Handbook. MotorBooks/MBI Publishing. p. 90. ISBN978-0-7603-0470-9.CS1 maint: discouraged parameter (link)
4. ^'NP 229 - Does it have a Differential or Not'. International Full Size Jeep Association. 7 October 2010. Retrieved 26 May 2016.CS1 maint: discouraged parameter (link)
5. ^'Jeep NP-249 Viscous Coupler Replacement'. Archived from the original on 12 July 2006. Retrieved 26 May 2016.CS1 maint: discouraged parameter (link)

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1. Jeep »
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2006 Jeep Grand Cherokee

Typical Repair Cost:

$2,290

Average Mileage:

105,300 miles

Total Complaints:

9 complaints

Most Common Solutions:

1. replace transmission (5 reports)
2. not sure (4 reports)

transmission problem

Helpful websites

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2006 Jeep Grand Cherokee Owner Comments

Grand Cherokee Laredo 3.7L V6

• Automatic transmission
• 155,300 miles

Periodically the Jeep won't shift out of 3rd gear. This is problematic on the highway. A code PO758 was thrown when I scanned it. This refers to 'shift solenoid B electrical'. I have found a bit of information online concerning this problem/code and the results seem to be 1. transmission fluid low 2. transmission fluid dirty 3. Solenoid is bad 4. Solenoid harness or connectors are bad. Codes concerning solenoid A and C may or may not be related. Hope this helps someone.

- Giggling F., Raleigh, NC, US

Grand Cherokee Overland 5.7L

• Automatic transmission
• 151,000 miles

This is the 2nd transmission I had to get for Chrysler's over priced Chinese quality(cheap). The 1st time my transmission failed was about 100.000 miles- it would surge at speed and down shift to dangerous levels when towing a trailer thru the blue ridge mountains. Check engine lite- transmission failure. Had the transmission replaced. Then at about 150,000 miles the replacement failed (same failure). I had to have the transmission rebuilt at considerable cost. I don't want to go into it but also the Hemi-tick which the dealer states is normal for this engine.RIGHT(BS).the transmission has a program glitch/ hydraulics flaw that causes the dangerous down shift from 5 to 2 at 60mph!!!!!! RPM jump to over 5500. The transmission is the same one used in the 6 cylinder, and is not able to handle the hemi motor/hp. I have the tow package also.. don't believe the tow rating- Hemi can do it but transmission is garbage. The should have put the same drive train in the hemi jeeps as the dodge pickups...Jeep has engineered planned Obsolescence for the jeep. Americans need to stop buying jeeps until Chrysler learns the hard way that quality and safety and dependability are #1. Ford learned this in the late 90's. During the rebuild a lot of the components where replaced-the hydraulic valve body had also been replaced with new.

- Tim G., Aiken, US

Grand Cherokee Limited 5.7L

• Automatic transmission
• 140,000 miles

I bought my '06 JGC from Oak Harbor Motors in November 2015. In February 2016 I had my first incident where the vehicle while in drive acted as if it was in neutral and would rev but not go anywhere and make a loud noise like gears grinding. This would occur periodically throughout the next year and a half or so. Usually about half a mile after first starting it causing me to veer off on the side of the road to turn it off and on again until it would finally shift into gear.

Within the past two months it started to happen more frequently and to where I would have to turn it off and on about 20 or so times until it would finally go into gear. The jeep dealership and Chrysler have been no help. My mechanic is stumped. It is now to the point that it will not go into gear at all and I have it parked with the parking brake on because although I have it in park, it is still in neutral. Please Help!!!! it seems as if many people have had this same issue. What is the resolution?

- Sheri R., oak harbor, Washington, US

Grand Cherokee Limited 4.7L V8

• Automatic transmission
• 102,844 miles

A D V E R T I S E M E N T S

I PURCHASE THE VEHICLE ON 01/14/2013.

TOOK IT BACK THE FIRST TIME 02/11/2013. REPORTED VEHICLE DOES NOT SHIFT CORRECTLY FIRST THING IN THE MORNING (WHEN IT IS COLD). CHECK ENGINE LIGHT WAS ON REPORTS TRANSMISSION ISSUES. UNFORTUNATELY THE ENGINE LIGHT WAS NOT ON WHEN TOOK INTO DEALERSHIP. LUCKY THEM. UNLUCKY ME. THEY REPORTED BACK THAT THEY COULD NOT DUPLICATE THE ISSUE.

BACK IN DEALERSHIP 02/18/2013. REPORTED WHEN PUTTING VEHICLE IN REVERSE IT WONT GO. MUST PUT BACK INTO PARK AND BACK IN REVERSE THEN GOES. DOWNSHIFTS HARD. WHEN APPLYING GAS RPMS GO HIGH AND VEHICLE DOESN'T MOVE. PUT BACK IN PARK AND THEN DRIVE AND IT GOES.

BACK UP IN DEALERSHIP VIA FLAT BED TOW TRUCK. CUSTOMER REPORTS ' TURNED LEFT, LOAD CLUNK, VEHICLE REV'ED HIGH AND WOULD HARDLY MOVE. LIMPED BACK HOME.

BACK IN DEALERSHIP 10/25/2013. REPORTED PUT VEHICLE IN 4 WHEEL LOW, THEN TAKE OUT SERVICE 4 WHEEL SYSTEM LIGHT COMES ON. VEHICLE SURGES AT HIGH SPEED.

CAN'T WAIT TO GET RID OF THIS VEHICLE.

- Michael K., Kalamazoo, MI, US

Grand Cherokee Limited 5.7L V8 Hemi

• Automatic transmission
• 88,500 miles

I purchased the Jeep Grand Cherokee Ltd in Dec 2011 and driving it home thought I felt a mis-shift but it didn't happen again for a couple weeks. Then it began to fail with exponential frequency until one night I barely got it back to the driveway where it failed completely and had to be towed to a transmission specialist shop. This was less than 600 miles since purchasing it. Luckily I bought the extended used car warranty! If they offer you one always take it and don't buy the car if they don't offer you one. The warranty only covered a used transmission and they ordered it. It didn't fit my car. Thankfully the only one they could find was a rebuilt certified transmission (twice the price) and had to buy that for me. The transmission would have cost me $3200 plus $1800 labor (due to the mistakes the warranty co made) and AAA paid $150 for the tow. But I did have to pay in the sense I was without a car I just bought for 2 months (due to order/shipment mistakes)

- fxmagician, Nevada City, CA, US

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Grand Cherokee

• Automatic transmission
• 111,000 miles

I BOUGHT MY 2006 JEEP GRAND CHEROKEE 4X4 USED IN 2010 WITH ONLY 22,500 MILES ON IT . IT CAME WITH A FULL 3 YEAR WARRANTY. IN JUNE OF 2013 I HAD IT TO THE DEALER JUST BEFORE THE WARRANTY EXPIRED BECAUSE THE CAR WOULD SHAKE AND ALMOST SHUT OFF WHENEVER I STOPPED FOR A TRAFFIC SIGNAL.

I WAS TOLD THE PROBLEM WAS WITH THE TRANSMISSION BECAUSE THE TRANSMISSION WASN'T SHIFTING OUT OF SECOND GEAR WHEN I STOPPED. THEY FIXED THE PROBLEM.

IN SEPTEMBER 2014 THE PROBLEM STARTED AGAIN. I HAD THE TRUCK CHECKED AND WAS TOLD THERE WAS NOTHING FOUND TO BE WRONG. NOVEMBER 2014 I HAD DRIVEN FOR ABOUT 25 MINUTES, STOPPED AT A TRAFFIC LIGHT AND MY CHECK ENGINE LIGHT CAME ON . IT WAS THE TRANSMISSION AGAIN. IT HAD TO BE REPAIRED FOR THE SHIFTING ISSUE AGAIN PLUS ALL THE HOSES NEEDED TO BE REPLACED. THAT COST ME AROUND $400 THANKS TO A MECHANIC WHO ACTUALLY FELT SORRY FOR ME.

BY FEBRUARY 2015 THE ISSUE HAD RETURNED AGAIN AND THIS TIME THE TRANSMISSION SHIFTS AFTER LONG INTERVALS AND IT IS SLOW TO SHIFT. I HAVE NOT BEEN ABLE TO HAVE IT REPAIRED THIS TIME .

- Bonnie H., HAVRE DE GRACE, MD, US

Grand Cherokee Limited Hemi 5.3L

Jeep Grand Cherokee Transmission Identification

• Automatic transmission
• 80,000 miles

In June 2014 Jeep issued the n-23 safety recall. The vehicle was taken to a dealer, recall was done.

Since then there has been nothing but problems with 4 wheel drive, will not go into neutral (for towing), will not go into 4 wheel low, will go into neutral on its own. We filed a case with customer service, have take it in 7 times and the problem still comes back. Customer service will not answer my emails anymore. I guess they see me as a pain in the ass. But the n-23 recall caused this problem, not me, and they cannot offer a solution as of July 2014 saying take back to dealer.

I have tried to get a hold of some one at the corp office but there is no way, you only get back to customer service. I ask who is their boss and they tell me they do not know. I guess they think that I am that stupid to believe that. The main office is well insulated from the consumer, they have many firewalls to keep you from contacting them.

Jeep Grand Cherokee Transmission Problems

I am at a loss as were to go now.When you go to a dealer to BUY a Jeep they will not tell you about the problem but I took in to try and trade and was told the resale was much less because of the problem with the transmission. I guess I am stuck with a lemon. Does any one know what is the next step with this problem? Is there a recall lemon law? I

I really think Chrysler needs to step up to the plate and offer a solution. Customer service said they would give me 6 oil changes and 6 tire rotations free for my trouble. I find this a insult! I guess they could care less about loosing ONE customer but if I post on as many web sites as I can maybe they will loose a few more. Maybe over time I will get the attention of someone in Corp that gives a sh*t about the small man that buys their cars!

- Tim T., West Fork, AR, US

Jeep Grand Cherokee Transmission Flush

Grand Cherokee Laredo V8

• Automatic transmission
• 67,000 miles

had tranny issues for a while, had a thump when downshifting from 2nd to 1st. eventually the transmission just went completely, luckily i still had 3rd gear and reverse so it was somewhat drivable. had a buddy with a dealership get me a used transmission but then that transmission was doing the same thing when downshifting from 2nd to 1st. fed up with it and its headed to the auction. only 67,000 miles!!!!!!! very frustrating and expensive.

- Chad H., Nappanee, IN, US

Grand Cherokee Laredo V6

• Automatic transmission
• 52,000 miles

So far on the 2006 Jeep Grand Cherokee, with onlt 52000 miles on it, a new transmission was needed and a new rear differential

Jeep Grand Cherokee Transmission

- John C., Buffalo, NY, US