KJ Transmission Control Module quest

Sir Sam · **Posted:** Sun Jan 27, 2008 6:25 pm

gmctd wrote:

00XJE, for one, shows it - you got it.............

I meant the euro/international versions of the earlyer KJ pdfs

valoflyby · **Posted:** Sun Jan 27, 2008 10:37 pm

Man, just catching 10% of what you guys are talking about here... but loving the in-depth discussion going on. On a "good" day I might sneak up to catching 20%. Keep it comin'... I might get smart yet.

gmctd · **Posted:** Mon Jan 28, 2008 12:06 am

Hang in there, dude - it's all about fun and games with education

Sam, you'll see two similar files, one smaller file size, the other usually larger file-size with an 'e' at the end - that's usually the Euro version - been that way on several I've looked thru - they're mostly the same, but referenced for RHD instead of LHD - some files are generic, listing both RHD and LHD considerations, with connections\pinouts for both on the schematics

danoid · **Posted:** Wed Jan 30, 2008 11:27 am

gmctd wrote:

BTW, thanks for taking the time to raise the flag and post corrections - that pursuit would have been some bad r&d in funding and execution - I may hook this 68RFE up just to see what kind of furor erupts with no ECM and FIPM.

If you use the CRD TCM at the very least you will be thrown into 3rd gear limp the moment anything rotates. The 545RFE is programmed for a 3:1 1st gear. The 68RE has 3.21:1. Clutch slip diagnostics will compare input to output speed and if it isn't 3:1 will assume a clutch is slipping. After that, it would probably skip third gear (thinking is was 2 prime). Your quest is difficult to say the least. I've thought about it also and think it'd be a lot easier to plop in a Getrag 238 manual trans and 3.21 or 3.55 axles.

ATXKJ · **Posted:** Wed Jan 30, 2008 11:53 am

Quote:

Getrag 238 manual trans

manual? manual?
physically no big deal - probably need some adaptors and a hot wrench, easier that a SFA swap.

how do you get the computers to play nice??

gmctd · **Posted:** Wed Jan 30, 2008 12:54 pm

Use the Euro ECM - they had the NV3500 5sp manual - Inmotion may be able to help - it requires a reflash

gmctd · **Posted:** Wed Jan 30, 2008 1:31 pm

Correct on the 5sp-6sp stuff, and I agree, Dan - I've been considering many directions - one of which is if the TCM's are identical cpu architecture from '00-'06-'07 - that would just require reflash, which was done to get the 45 to act like the 545 - flash the 6sp routines into the 4.0L TCM, which should be easier to use as standalone without the Bosch complications - I have the Motorola 68HC11 flash downloader and interface, which would be miraculously coincidental if DCJ used the same architecture, but those programs are commonly available for any CPU - my intention was to get the 4.0L ECM and 45\545 TCM connected and operating with the test set, using timedelay relays to simulate the clutch-apply volume/time responses, see what, if any, data was moving across the CAN buss, and what type data was moving across the K and PCI busses during operation - a problem would be if TCM also uses current-sense along with switch-closure and in\out frequency change\comparison to measure clutch-apply response, which would require specific-impedance relay coils - simple or-gating and led's would decode the commanded gear range for correct i\o frequency differential

Sorry - guess I'm rambling - prolly be easier to go with PCS standalone TCU, but I'm retired and my mind needs something besides Oprah, Great Day Metropolitan, and The Hung and the Listless.................

Pablo · **Joined:** Thu Feb 02, 2006 10:06 pm **Posts:** 1201

Sir Sam wrote:

gmctd wrote:

00XJE, for one, shows it - you got it.............

I meant the euro/international versions of the earlyer KJ pdfs

I have a paper copy of the Cherokee XJ VM Diesel Repair Manual, It shows the AW auto behind the old 2.5. The manual does not have wiring diagrams, however. Don't ask why I have it, but I do. If you want it, I can send it to you.

Sir Sam · **Posted:** Mon Feb 04, 2008 2:09 am

Pablo wrote:

Sir Sam wrote:

gmctd wrote:

00XJE, for one, shows it - you got it.............

I meant the euro/international versions of the earlyer KJ pdfs

I have a paper copy of the Cherokee XJ VM Diesel Repair Manual, It shows the AW auto behind the old 2.5. The manual does not have wiring diagrams, however. Don't ask why I have it, but I do. If you want it, I can send it to you.

Ya, if you dont want it I wouldn't mind having it. Whatcha want for it?

retmil46 · **Posted:** Wed Feb 06, 2008 3:59 pm

Well, I may have found an easier method of adding an OD gear on that MB other than doing a tranny swap. Right now I'm looking at doing a Gearvendors remote mount unit to take the place of the center carrier bearing in the driveshaft.

When all's said and done, that looks to be an easier (and most likely cheaper) alternative, especially when you factor in all the complications associated with swapping in a 3rd party tranny.

The easiest alternative for a tranny swap would have been a MB 722.5 tranny - basically the same tranny as the present 4 speed with an overdrive gear added on. But my local tranny expert noted that this was not one of MB's best engineering efforts - in other words, it was an unreliable POS that was a PITA to work on. By contrast, he had high praise for the original 4 speed version that's presently in the vehicle. And all the other tranny options just got more involved and complicated (and expensive) from there.

gmctd · **Posted:** Wed Feb 06, 2008 5:18 pm

I saw mention of the 722.5 over on PCS - apparently they do have a following - one guy's attempting to run a twin-turbo V12 in front of one

But, yeah - that GV o\d unit is a good one - used behind drag vehicles and heavy towing, keeping the rpm down in the torque band - iirc, it's good for like 20000lbs

Another is the American Overdrive

gmctd · **Posted:** Sun Aug 31, 2008 12:11 am

Well, folks, I did a bad, bad thing, this a.m.: I pulled my TCM, installed a 2004 Grand Cherokee 4.7L\545
RFE TCM - checked for DTC's, showed only battery disconnected codes DTC12, SAE1684 which quickly cleared - took it for a spin, no DTC's, but it started out in 2nd gear, shifted to 3rd gear, not sure about 4rth gear, would not give 1rst gear even from shifter position - ran it down the street and back, no DTC's, nothing outta the ECM

'04 GC module data (knowing this is Pre F37 - maybe GC's\Hemi's didn't get F37):
V18
GC 2003
EATX IV - 545RFE
Perm Non-Autostick
P\n 56044574AC
Gave my CRD VIN

Here's the '04 4.7L Grand Cherokee TCM - that's the Motorola MC68H11\deriv and the ST VLSI-GA over in the left corner, and the 35v\220uf cap on the right side

So, what I had done is checked all my E-ATX TCM's for compatibility (EATX: Full Electric Auto Trans, Transverse) is from the A604 4spd transverse box for front-wheel drive - these TCM's all descended from that first version, which was also the ECM on certain DCJ vehicles - same connector and case) - only the '03~'04 Grand Cherokee version is completely hardware compatible, all components identical in type and number, but with slight firmware differences dictated by vehicle and engine management scheme - all previous versions back to '99 45RFE had major hardware differences

'05 KJ CRD module data:
V18
KJ CRD 2005
EATX IV - 545RFE
Perm Non-Autostick
P\n 56044737AF
My CRD VIN

and the '05 CRD TCM - as you can see, they used orange jello to make it difficult to see the mix (didn't stop ole eagle eye I, tho !), but all the components match identically in the '04 and '05 versions: only the firmware ckecksums are different - that's the ST VLSI-GA and Motorola MC68 in the lower right (sorry 'bout the down-side up)

Again, there were no DTC's set in any module: ABS, BCM, ECM, FCM, TCM - reinstalled the original TCM for now, with same DTC12, SAE code 1684 as GC version, cleared ok - will look at the GC version later for shift pattern compatibility, one possible reason it was not shifting thru 5 speeds, another would be loss of comm with ECM, but that would have set off codes galore - 'nuther possible reason would be the Transmission Relay not being pulled in by TCM due to some fault: no TR = full hydraulic limp mode

http://www.elna-america.com/

CATCRD · **Posted:** Sun Aug 31, 2008 6:22 pm

Nice work. I would love to one day have full authority over transmission shifting. I'm picturing the steering wheel mounted stereo control buttons, with upshift/lockup/downshift functions.

I know some people have mentioned wiring in a switch to lock our TCCs on demand and came across this link http://www.dieselinnovations.com/techfiles/tclockup.pdf .

Anyone know what the analagous wire would be on our transmission, and what problems such a switch might cause during shifts?

gmctd · **Posted:** Sun Aug 31, 2008 8:02 pm

He's prolly referring to the 47\48RE, which the ECM switches a dc lockup voltage, with brake pedal permissive - the 545 TCC is pwm modulated, and not easily setup for manual lockup - I am looking into this even as we type - may be something from another trans that we can use - just need to wire it and connect it and check for DTC's and other problems.

One thing I discovered with the Transgo tow'n'go switch, which will work with the resistor hard-wired in, is to disconnect the TCM overnite, let the bits and bites and trons drip out the bottom - reconnect it and go for a drive for a pleasant shift-kit experience - drove mine quite a bit today, really happy with the shifting quality

I had tried the switch B4 disconnecting the TCM to find the 2nd-3rd shift to be very harsh, as the TCM was doing the typical old fogie trick of holding 2nd till 3rd was engaged - with the added resistor, the effect was really harsh, with forward motion actually slowing down during the shift, thus the clunk and lurch - I was driving normally, easily, no jackrabbit starts, no full throttle shifts - disconnected the TCM for the GC TCM test, left the KJ TCM sitting overnite, reinstalled: voila! - totally different shift quality today

CATCRD · **Posted:** Mon Sep 01, 2008 12:17 am

gmctd wrote:

I had tried the switch B4 disconnecting the TCM to find the 2nd-3rd shift to be very harsh, as the TCM was doing the typical old fogie trick of holding 2nd till 3rd was engaged - with the added resistor, the effect was really harsh, with forward motion actually slowing down during the shift, thus the clunk and lurch - I was driving normally, easily, no jackrabbit starts, no full throttle shifts - disconnected the TCM for the GC TCM test, left the KJ TCM sitting overnite, reinstalled: voila! - totally different shift quality today

Thanks for the tip, I'll have to try that with the TCM.

KJ Transmission Control Module quest

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