General Information - Jeep J-10 Series 1982 Technical & Service Manual

2C-1
AUTOMATIC
TRANSMISSION
5»3k>"'
SECTION INDEX
Diagnosis and Test Procedures
General Information
Hydraulic Flow Charts
Page
2C-11
2C-1
2C-71
Page
In-Vehicle Service and Adjustment 2C-25
Out«of-Vehlde Service and Overhaul 2C-33
Tools 2C-68
GENERAL INFORMATION
Auxiliary Cooler
Fluid Capacity
Gearshift Lever Positions
Page
2C-3
2C-3
2C-9
General 2C-1
Hydraulic Control System
Identification
2C-8
2C-5
GENERAL
The automatic transmissions used in Jeep vehicles are
fully automatic, three speed, hydraulically operated
units with a compound planetary gear system. A three
element torque converter is used for all applications. A
manually operated column gearshift linkage is used to
select the desired gear range. Transmission shift points
are controlled by an externally mounted throttle link
age. The transmission case and converter housing con
sists of a one-piece aluminum casting. An aluminum
adapter housing is used to connect the transmission to
the various transfer case models.
Transmission Applications
Two automatic transmission models are used. They
are models 999 and 727 (fig. 2C-1). Model 999 transmis
sions are used with six-cylinder engines in CJ-7 and
Scrambler models and Cherokee, Wagoneer and J-10
Trucks with a 2.73 axle ratio with a six-cylinder engine.
This transmission has a wide ratio gear set with a low
gear ratio of 2.74 to 1. The model 727 transmission is
used in Cherokee, Wagoneer and Truck models with six-
or eight-cylinder engines. An automatic transmission is
not available in CJ-5 models or any Jeep model with a
four-cylinder engine.
Periodic Maintenance
Power Flow
Lockup Torque Converter
Towing
Transmission Components
Page
2C-10
2C-6
2C-1
2C-10
2C-5
Lockup Torque Converter
CJ-7 and Scrambler models with six-cylinder engine
and Cherokee, Wagoneer and Truck models with six- or
eight-cylinder engine use a lockup torque converter (fig.
2C-2). The lockup torque converter is similar to a con
ventional unit in that a turbine, impeller, and stator are
employed. However, unlike a conventional unit, the
lockup converter has an internal mechanism for locking
the turbine and impeller in direct drive (third gear). In a
conventional converter, there is always some slippage
between turbine and impeller in direct drive. By locking
these components, slippage is eliminated resulting in
improved fuel economy and reduced fluid operating
temperatures.
The lockup system consists of a lockup mechanism
within the converter, a lockup module attached to the
valve body, and a switch valve in the valve body. The
switch valve is actually the converter control valve
which has been modified for lockup system use.
The converter internal lockup mechanism consists of a
sliding clutch piston, torsion springs, and clutch friction
material. The friction material is attached to the front
cover, the clutch piston is mounted in the turbine, and
the torsion springs are located on the forward side of the