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Well, the goodies are in - not so well, the old man, tho
Folks, the little Jeep almost whupped this old man's resolution
- those wacky I-talians put hidden fasteners in places only Freddie Kreuger could dream of
- I canardly put finger to keyboard after two days in\out\over\under\on\off the little Diesel
- a lot of unnecessary hassle resulted from Jeep's inability to adhere to factory service procedures when they did the F37 last March
- or, maybe there are none, and they were just as whupped as I am.
I dropped the trans\xfer case assembly complete with cross-member attached - easier to do, easier to balance, and the attached x-member allowed positioning with the knees while the hands were otherwise occupied.
Didn't get pics - too overcast for son's cell-cam - I was too whupped by then for anything more than a side-by-side
torque convertor show'n'tell session, then in with it - quick demo drive at 2130hrs, and off he went.
However, I can report that the Suncoast torque convertor is much tighter than the DCX version, being a reworked Hemi unit -
- DCX impeller\turbine vanes are just a RCH off exactly vertical to the axis of the t\c - no cupping action, loose
- Suncoast version is way more aggressive, the vanes having a pronounced cupping arc from center to circumference - it got hookup.
The Transgo shift kit install went smoothly - left out the pressure-boost resistor for later switchable installation, when time permits observance with scantool.
Solved the trans dipstick blow-out problem several have mentioned - having noticed #2 son's Liberty demonstrating the same dipstick displacement after any hiway run, I was determined to solve and resolve this anomaly
- DCX ran a long hose from the 242 transfer-case breather to the firewall area with the traditional plastic breather cap on the firewall end
- DCX ran a 2" short hose from the 545RFE breather, with identical plastic breather cap - BUT - the trans breather cap is horizontal, laying at right-angle to the top of the case
- the case showed evidence of past blowby by dirt-laden stain down the side
- pulled the breather to find it stopped up from the same dirt as down the side of the case - the horizontal configuration prevented the cap from providing protection in the vertical plane
- the plastic breather cap is designed for vertical mounting
- the dirt-sealed trans case has no way to vent as mechanicals and fluid heats and expands - as pressure builds up, the dipstick becomes the safety pop-off valve - ours was always up against the hood.
Solution - a quick nip of the long xfer case hose near the trans breather site, a suitable emissions "T", as found at yer local auto emporium, and the trans now shares the xfer case breather up on the firewall, safe and sound
- it will get a vacuum power brake booster filter element, as used in passenger vehicles for many years
- I was just too whupped to fish the hose out to attach and mount the filter, tonite.
EDIT, June 08: the dipstick still moves out of the tube, but does not blow out against the hood - the stick must be too long, hitting the trans pan - may get a chance to check, soon, with filter change
After seeing Ed's (from down-under) avatar, I'm planning on moving the short breather hose at the differential case into higher real estate, adding the pb filter
Also solved the sudden appearance of black oily spots under the Jeep - and down the front suspension and frame-rail
- whaddamess!
- the capped Provent drain hose had blown off, promptly having a get-together with the turbo down-pipe, thusly thermo-sealing the tube-end - which was 3/4 full of condensed crankcase vapors
- that coulda been an unfortunate 6pm news segment, likely blamed on the fuel heater by interested passers-by
Also solved the mysterious slight disappearance of engine coolant - very slight, not enuff to leave spots, but noticed the rad cap loose when we got the little mule, and a quart down
- the lower coolant hose at the EGR is leaking slightly - this Jeep has had three EGR's in 50kmi
- time to replace the spring-clip hose-clamp with a ss screw-type - next time
So, it was an investigative catch-up, tighten-up, clean-up, power-up and physically punishing week-end - I'm satisfied................
Almost fergot - reason for the pump replacement part of F37 is -
- trans has a removeable round stamped steel cover at the front of the case, covering and protecting the pump - cover outer diameter is sealed to a machined surface in the case, inner diameter fits over and is sealed to a machined collar on the all-aluminum pump front cover
- the front oil seal for the t\c is installed in the collar on the original pump - in-chassis replacement is difficult, aluminum collar is easily damaged
- final assembly has three seals - outer, inner, t\c
- replacement front pump is machined to eliminate the collar for the inner and t\c seals, is supplied with new replacement front cover and t\c seal
- front seal is now in the steel cover, easily removed for in-chassis service and replacement, not easily damaged by fumble-fingered techs
- final assembly has two seals in steel - outer and t\c
- definite improvement from any standpoint
And, one final thing -
- the t\c has an orange silicone o-ring in a groove on the driving hub for internal pump sealing
- the o-ring on our MAR07 F37 t\c and pump upgrade is scuffed and brownish and rough on the outer surface, where it would contact the inside bore of the pump
- got to realize, here, that the installation was done in March, but no way would that seal properly
- it almost appears as tho the pump and t\c was assembled dry, where the o-ring was damaged in the first few seconds of dry operation at 800 cold-idle rpm.
It is likely that the resultant problems from F37 t\c-pump upgrades are due to the same scenario - dry assembly with no pre-lubrication
This would certainly enhance shudder and poor shifting
FYI, and SERENDIPITY - For those who would like to upgrade their KJ torque convertor, try the '07^ 5.7L Hemi version
4736587AC - it is low stall making it much more aggressive than the KJ version, plugs rite in, has all the upgrades,
available across the counter and on eBay - seen 'em recently for $8.95 to $100 Buy It Now, usually ~$50 S&H - it
is the identical unit Suncoast upgrades for the Hemi's and our KJ's with the 'billet' impeller drive housing
_________________
'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go
Last edited by gmctd on Thu Mar 19, 2009 12:45 am, edited 21 times in total.
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WOW how old is son #2 If I tried to get help from the old man after about oh 18yrs or so hed just say go fly to the moon.Specially this kind of help.
