"Lifetime", Lifeguard 8-9 Speed ATF (Is this semi-synthetic oil good "forever"??) 24k kms.

[Maximus Gladius]

I provided 20L, they only needed 17.
Also, a reflash or relearn is necessary

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[Mac]

Did you get your JT transmission problem resolved?

 

[Maximus Gladius]

I contracted a law firm that knows FCA Canada very well and has two class actions on the books with them. They looked over the file and said I did everything right and pursuant to the manuals. They took my case and both dealership and FCA Canada have received their legal demand notices to make repairs in a very reasonable time frame or be sued.

 

[Maximus Gladius]

UPDATE:
Still waiting….patience is a virtue.

In the meantime was waiting for my THINKCAR scanner to support my vehicle model year and diagnostics and it finally arrived. There’s been much research going on on the forum about “low system voltage”for the Gladiator which seems to affect our Aux and Main batteries, ESS, starting issues and causing other electrical gremlins and thanks to members such as ShadowsPapa and many others digging deep to find what’s going on.

I now can add to this research to include my transmission failure also blew a code PO562 (System Voltage Low). Check out the codes.

The dealership only showed me one code and that was the P1B14 (park by wire). Why would they have told me I also had an electrical low voltage problem which is triggered when the voltage drops below 10V for a period of time which shuts off the power to the solenoids and valves when what was easier was to blame the colour of the transmission oil was red and not green. Shits going to hit the fan.

Check out the other codes the dealership knowingly withheld. It would appear these codes where placed in the service tech/FCA communication portal I wasn’t allowed to see and was told I needed a court order to retrieve.

 

[Mac]

How long has your JT been sitting unusable ?

 

[Maximus Gladius]

How long has your JT been sitting unusable ?

3rd week of December

 

[Mac]

Wow, that's a long time.

 

[ShadowsPapa]

Wow, that's a long time.

A very long time - but he's got stuff in the works that takes time.......


What got me is those low voltage codes.
I don't recall directly, if there were messages on the cluster about charging system or low voltage? If the battery symbol was lit (indicating charging system issues) or if there were any warnings that could be associated with low voltage, battery or charging system issues.
There are codes.. but were there indications of those codes visually?
If not - that's a bad thing.
And does any of this fit with the issues I've been observing here and in many other Jeep-related places about voltage and battery problems, low state of charge, things not functioning?
Does the low voltage impact TCM processes? Does it impact controls in the transmission?

Even if it's not a direct connection - this goes back to my thinking that these vehicles have some real issues with batteries, and keeping them charged (PCM programming flaws, etc.)

He had what the analysis service said was a bad test (leave it there) - but it's like trying to solve a murder, was the blow to the head the death blow, or was it the tumor that already existed?
Would it have been ok otherwise, even with the not good analysis had something else not failed (not saying the subject of the analysis wouldn't have been a problem later) did things stack up?
Was it a combination of things that killed it? None of them individually being any good, but together it was the death knell?
When did those codes get "thrown" - before the transmission grenaded, as it grenaded, or after?
It would be nice if they were saved in sequence and not just "here's a list of stored codes" with no indication of which came first - Joe shooting him in the head or Sam shooting him in the heart?

Just tossing out random thoughts..............
I'd be frustrated if I later found a lot of codes I was never told of before.
(makes me want to go out and connect to mine and see if there's anything there with all of the voltage goofiness I've seen)

 

[Maximus Gladius]

A very long time - but he's got stuff in the works that takes time.......


What got me is those low voltage codes.
I don't recall directly, if there were messages on the cluster about charging system or low voltage? If the battery symbol was lit (indicating charging system issues) or if there were any warnings that could be associated with low voltage, battery or charging system issues.
There are codes.. but were there indications of those codes visually?
If not - that's a bad thing.
And does any of this fit with the issues I've been observing here and in many other Jeep-related places about voltage and battery problems, low state of charge, things not functioning?
Does the low voltage impact TCM processes? Does it impact controls in the transmission?

Even if it's not a direct connection - this goes back to my thinking that these vehicles have some real issues with batteries, and keeping them charged (PCM programming flaws, etc.)

He had what the analysis service said was a bad test (leave it there) - but it's like trying to solve a murder, was the blow to the head the death blow, or was it the tumor that already existed?
Would it have been ok otherwise, even with the not good analysis had something else not failed (not saying the subject of the analysis wouldn't have been a problem later) did things stack up?
Was it a combination of things that killed it? None of them individually being any good, but together it was the death knell?
When did those codes get "thrown" - before the transmission grenaded, as it grenaded, or after?
It would be nice if they were saved in sequence and not just "here's a list of stored codes" with no indication of which came first - Joe shooting him in the head or Sam shooting him in the heart?

Just tossing out random thoughts..............
I'd be frustrated if I later found a lot of codes I was never told of before.
(makes me want to go out and connect to mine and see if there's anything there with all of the voltage goofiness I've seen)

The only time I knew there was an issue was when the transmission would not come out of park and the engine light appeared. After some finagling, it dropped into gear and I went straight to the dealership drive-in service lane and parked it. It would not come out of park and their code reader was plugged in by the assistant service manager. He then took the reader to the manager’s office and spoke with him for a few minutes. I only saw ONE code (P1B14-00) and asked what they read by that. There were no other codes, NO battery sign on the dash and at that time I didn’t know to look for charging messages.

I will contact THINKCAR support and ask if these codes are time stamped. Two possibilities:
The sequence of codes starts with the first one at the bottom of the list and builds UP from there. It is not “top down”. This I know. Following the codes I posted above, I ran the reader again later and two new codes popped up at the top of the list indicating each oxygen sensors circuits malfunctioned. Second option: These malfunctioned at the same time or one at a time?? IDK.

The first time i tried the THINKCAR scanner was when I got my previous vehicle. I had researched the device and was very impressed with its abilities and diagnostics and purchased it. When I got it, I plugged it in and it pulled up codes and there was no indication on the dash I had them?! I then used it on other family vehicles and it pulled up codes they didn’t know. I was certain it would do the same thing on the gladiator and sure enough, it didn’t disappoint. It’s not doing a full system scan yet which I’m waiting for support to help me with today as the 2021 Gladiator just became available for the unit to read.

 

[ShadowsPapa]

Good idea - find if there is any way to find out the order of codes. Sometimes one will cause another so should be in pairs, but otherwise, they appear random in some vehicles.

Who knows what the dealership did when they had it - did they have something disconnected, not properly connected or otherwise messed up and tried to start it, kicking the voltage codes later, or where they there causing other things to happen. Low voltage is one of those bugs in the system that causes other things to happen or not happen.

 

[Maximus Gladius]

UPDATE:
Sent a long detailed email with supporting evidence to several members of the top brass at Stellantis 5 days ago. I explained the details of my experience with the glycol contamination in my transmission at the factory and coolant consumption in my engine since day one to its current MILAGE @32k kms where it sits with a transmission torn apart on the inside since January 2022.
The 4 page email drew attention to the sections of the owners manual I complied with that authorized my pro-active maintenance procedures and the actions of the District Service Manager to toss the owner’s manual instructions and authorization to benefit himself personally and cause me harm by restricting my warranty on the transmission.
Separate dealership took my truck 2 weeks ago and performed extensive testing on the cooler (there’s two coolers on this transmission) responsible for the integration of coolant if there was an internal crack. Tests confirmed no leak with the cooler and service manager writes his report to say, coolant found in the oil was not due to mechanical leak but was “deliberately put in there”.
The email shows the file is thick with misconduct and willful negligence to disregard the evidence, contempt for the owners manual and cover-up of the evidence presented to the DSM. It shows FCA customer care is powerless to do anything to correct this.

FCA corporate called me yesterday to say the email was sent down to the individual responsible to investigate the file and he apologized for my ordeal and that they are investigating what happened. I told them the investigation includes sitting down with me for a discussion of the facts. There’s no internal huddle without me. I called for the immediate job termination of the DSM as well.

 

[WK2JT]

Whine is NOT normal. No way. Whine indicates a pump issue - a problem, not normal operation. It's often due to wear or low fluid or the inability of the pump to get fluid out of the pan (due to low fluid or plugged filter)
My JT transmission, my wife's WK2 transmissions (every one she's owned including her current 2021 model year) - all quiet. I do have a basilisk talking to me in parseltongue when I'm in reverse, but that is more of a sound through the whole vehicle, like the electric system or electronics. Transmission is quiet.

So I did a pan drop and fluid fill, not flush two weeks ago. Fluid instantly started gushing out when I opened the fill plug with a completely cooled transmission that sat overnight. So I’m thinking it was due to being overfilled and becoming foamy once it reached operating temp and hence the pump starts to whine. Low fluid, I would have expected it at startup, clogged filter medium, same thing. So far, two weeks in with the correct fluid level and new filter, zero whine. Now I’m worried it wasn’t overfilled with trans fluid from the factory, but some other residual fluid. Will find out when the Blackstone report comes back.

 

[Maximus Gladius]

Was the truck level at the frame, wheels off the ground and engine running when you pulled the fill plug? If yes, and traction control OFF cold and you cycled through the reverse gear for 5 seconds then gear 1 and 2 for 5 seconds each then 2000 rpm in neutral and oil gushing out, then yes, it’s over full. If engine was off but the truck is still level and wheels off the ground then oil gushing out of the fill hole is normal. It has to be running and at the temperature noted on the transmission at the fill hole.

The level check is done with truck level at the frame, wheels up, traction control OFF, engine running and fill plug pulled. When cold, nothing should come out,…you can top up the transmission then, when cold and engine running and fill till oil dribbles out. Keep it dribbling out until the transmission temp gauge says you’re in the range window you’re suppose to check your level at. Do it cooler than hotter then put your fill plug back in.

 

[WK2JT]

Was the truck level at the frame, wheels off the ground and engine running when you pulled the fill plug? If yes, and traction control OFF cold and you cycled through the reverse gear for 5 seconds then gear 1 and 2 for 5 seconds each then 2000 rpm in neutral and oil gushing out, then yes, it’s over full. If engine was off but the truck is still level and wheels off the ground then oil gushing out of the fill hole is normal. It has to be running and at the temperature noted on the transmission at the fill hole.

The level check is done with truck level at the frame, wheels up, traction control OFF, engine running and fill plug pulled. When cold, nothing should come out,…you can top up the transmission then, when cold and engine running and fill till oil dribbles out. Keep it dribbling out until the transmission temp gauge says you’re in the range window you’re suppose to check your level at. Do it cooler than hotter then put your fill plug back in.

This was completely cold, frame level, just breaking the fill plug open to make sure it would come out before I started. Glad I had my pan ready as about a quart came out.

 

[Maximus Gladius]

Completely cold and engine not running…oil is supposed to gush out. This is not saying it was over full. You have to go through all the steps and temperature to determine the correct level

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