Lockup Converter Control System; Fluid Capacity; Auxiliary Cooler; Lockup Torque Converter Operation - Jeep J-10 Series 1982 Technical & Service Manual

TURBINE
CLUTCH
APPLY
PISTON
TORSIONAL
ISOLATOR
SPRINGS
STATOR IMPELLER
TRANSMISSION
INPUT SHAFT
INPUT
AUTOMATIC TRANSMISSION 2C-3
CLUTCH
FRICTION
SURFACE
LOCKUP
CLUTCH
NON LOCK-UP POSITION
(PISTON RELEASED)
LOCKUP POSITION
(PISTON ENGAGED)
90221
Fig. 2C-3 Lockup Torque Converter Operation
serviceable. If diagnosis indicates a malfunction has oc
curred or if the converter becomes contaminated with
foreign material, replace the converter as an assembly
only. Do not attempt to repair or flush the unit. In
addition, never attempt to interchange lockup and con
ventional converters. The transmission input shaft and
valve body required for lockup operation are markedly
different.
Lockup Converter Control System
The system controls consist of a lockup module at
tached to the valve body and a switch valve located
within the valve body. The switch valve is actually the
converter control valve which has been modified for
lockup system use. The lockup module contains a fail
safe valve and a lockup valve and is used for lockup
converter applications only.
The lockup valve reacts to governor pressure and di
rects the switch valve to move in or out of lockup posi
tion (fig. 2C-4). The switch valve controls fluid flow to
the converter clutch piston. The fail safe valve is a
protective device in that it permits lockup only in direct
drive and only if front clutch apply pressure (as received
from the 2-3 shift valve) is sufficient.
The lockup control system is operative in direct drive
only and system components are calibrated to produce
lockup at a vehicle speed and governor pressure of ap
proximately 42 mph (68 km/h) and 38 psi (263 kPa). In
operation, governor pressure reaches lockup point and
overcomes lockup valve spring tension which moves the
valve to the left (fig. 2C-4). This allows line pressure
from the rear clutch circuit to enter the fail safe valve.
As the lockup valve moves left, governor pressure
against the 2-3 governor plug also moves the 2-3 shift
valve into direct drive position. At this point, line pres
sure is channeled from the 2-3 shift to the shuttle valve,
is further directed into and past the lockup valve, and to
the right-side of the fail safe valve; this overcomes
throttle and spring pressure moving the fail safe valve
to the left. As soon as the fail safe valve moves left, line
pressure is directed to the top of the switch valve mov
ing the valve downward. As the valve moves downward,
fluid flows past the valve, into the input shaft fluid
channels, and into the converter where it applies the
clutch piston producing lockup.
Fluid Capacity
The fluid capacities stated for each transmission
model reflect the combined or total amount required for
both transmission and torque converter.
• Model 999 17 pints (8 liters)
• Model 727 17 pints (8 liters)
AUXILIARY COOLER
A transmission auxiliary cooler is standard equip
ment on all J-20 Truck models and on all Cherokee,
Wagoneer and J-10 Truck models equipped with a snow
plow or trailer tow package. The auxiliary cooler aug
ments the transmission cooler in the radiator lower tank
to prevent fluid overheating during heavy-duty oper
ation. The auxiliary cooler is located behind the grille. It
is mounted on the grille face panel assembly in front of
the A/C condenser and radiator (fig. 2C-5).