JT Diesel Selec-trac

[PlayfulBird]

putting parts in and plugging it in.

i suspect a lot, like a lotalot, more than this

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[DC3]

And how does the transfer case controller interact with the ABS system?
No other PCM or ABS changes are needed?

I know this was looked into by another person and found to be way beyond putting parts in and plugging it in.
Was he wrong?

The ABS would need to communicate with the transfer case controller.

That's what everyone said about the adaptive cruise. I believe there isn't much more than plugging things in. Of course, there is the new external wiring harness for the transfer case and the additional wires needed from the transfer case module to the transfer case wiring harness. I spent an inordinate amount of time tracing the wiring diagrams, coding, and cross-referencing part numbers. I am 99% sure it can be done, and I have everything to do it. The PCM and ABS modules have the necessary intelligence to accommodate the retrofit. There may be some fiddling to get it to work. I wish I had the dealer Micropod vs the independent shop version.

I learned a lot with the adaptive cruise retrofit, which was more challenging than I expected, but with some perseverance, it worked!

 

[ShadowsPapa]

That's what everyone said about the adaptive cruise. I believe there isn't much more than plugging things in. Of course, there is the new external wiring harness for the transfer case and the additional wires needed from the transfer case module to the transfer case wiring harness. I spent an inordinate amount of time tracing the wiring diagrams, coding, and cross-referencing part numbers. I am 99% sure it can be done, and I have everything to do it. The PCM and ABS modules have the necessary intelligence to accommodate the retrofit. There may be some fiddling to get it to work. I wish I had the dealer Micropod vs the independent shop version.

I learned a lot with the adaptive cruise retrofit, which was more challenging than I expected, but with some perseverance, it worked!

But adding that cruise is very different because all Jeeps were equipped to have that as an option.
This is a new option in Gladiator. Adding to a 2021 or 2022 is likely not too bad - maybe. It still must interact with ABS, security communications, etc.

I wonder why no one has done it? Everyone talks about it, some talk how easy it would be with the harness and controller, but no one does it.

 

[DC3]

But adding that cruise is very different because all Jeeps were equipped to have that as an option.
This is a new option in Gladiator. Adding to a 2021 or 2022 is likely not too bad - maybe. It still must interact with ABS, security communications, etc.

I wonder why no one has done it? Everyone talks about it, some talk how easy it would be with the harness and controller, but no one does it.

Since the basic electronic architecture is shared across the wranglers/gladiators/ and other models, there is a ton of flexibility in bringing modules/options online that weren't meant for a particular model. Between the Gladiator and Wrangler I have found the options are essentially bidirectionally compatible, regardless of year (as long as it's a JL,JT).

I also have a 4xe, which has been the biggest nut to crack. There are things I cannot get to work on the 4xe that work on all other Wrangler/Gladiator models. The 4xe is quite different, but I haven't given up hope. Just haven't had the time to dig deeper.

Since all of this is a "hobby" it's pretty easy to run out of steam.

Regarding why other folks talk but don't act.... This stuff is expensive and time intensive.

I probably have $2,500 in my adaptive cruise conversion. I have nearly that much in my Selec-trac swap and haven't done the project. It is usually cheaper and easier to accept the factory options or trade in. I am probably crazy to invest the time and $ I have but they have been interesting problems to solve.

 

[DC3]

Well, I found the part number for the Selec-Trac transfer case for the diesel.

68338912AA

After a ton of research, I stumbled upon it when searching for something else. That always happens. There you have it, the OEM solution for EcoDiesel selec-trac. Obviously this doesn't address the expressed concerns about torque management or capacity.

 

[22EcoDs]

Well, I found the part number for the Selec-Trac transfer case for the diesel.

68338912AA

After a ton of research, I stumbled upon it when searching for something else. That always happens. There you have it, the OEM solution for EcoDiesel selec-trac. Obviously this doesn't address the expressed concerns about torque management or capacity.

Is it different than the one we get in the states ?

 

[22EcoDs]

Found this article that helps with decoding model number.

 

[DC3]

Is it different than the one we get in the states ?

Since we do not get the MP3022 transfer case on the EcoDiesel, it is not a standard OEM offering in the states. This is a different part number than the MP3022 used on the 3.6 motors

 

[KW80]

Well, I found the part number for the Selec-Trac transfer case for the diesel.

68338912AA

After a ton of research, I stumbled upon it when searching for something else. That always happens. There you have it, the OEM solution for EcoDiesel selec-trac. Obviously this doesn't address the expressed concerns about torque management or capacity.

If you’ve got the time, cash, and technical skills; wouldn’t be completely crazy to go for it. If it works out, you will have an especially unique (at least in North America) Gladiator. If not it will be an expensive experiment but also likely interesting journey.

 

[ShadowsPapa]

Obviously this doesn't address the expressed concerns about torque management or capacity.

Tossing this out there -
There are obvious differences in the automatic transmissions that the 3.6 gets vs. what the ecodiesel 3.0 gets.
The diesel gets the transmission rated for much more torque.
If the transmission must be "heavier duty" for the diesel - same for transfer case?
If there wouldn't be problems with the transfer case handling the torque of the diesel, then why bother with the transmission difference?
I've not gotten into the details of the transmission differences, but is it in things other than clutches? Perhaps the clutch packs in the lowly 850re aren't capable, or maybe it's clutch packs AND the planetary gear sets and the 8HP75 has better everything.
The transfer case in question has planetary gear sets and clutch packs.
If there's reason to not use the 850re behind the diesel - perhaps it's similar reasoning for the transfer case.

As far as clutch failures in the transfer case - is it possible some are simply abusing it or using it incorrectly?
In 4L and 4H the clutch packs should be locked.
If people are burning things out in 4L or 4H while the clutch packs are locked, it goes to reason the clutch packs can't handle the torque.
I have to do some testing with my truck when I get a chance, but from what I see - it's a matter of throttle position (percentage of throttle) as well as wheels slipping determining the clutch application.
For some like the Grand Cherokee, it also depends on steering angle - with the wheels turned over a certain angle, the clutch pack relaxes.

 

[Pescatoral Pursuit]

Don’t do it. A buddy of mine is a master mechanic at a local Jeep dealership and one of the top warranty claims (mostly denied) are fried transfer case clutches.

I believe there's a chance 392 owners are hot-dogging it in 4A leading to premature wear, whereas this TC on the diesel Gladiator would likely see most of its hard action in PT 4L or 4H.

If there's reason to not use the 850re behind the diesel - perhaps it's similar reasoning for the transfer case.

I think the comparison of a transfer case is more along the lines of a modified differential or manual transmission, rather than an automatic transmission.

 

[ShadowsPapa]

I think the comparison of a transfer case is more along the lines of a modified differential or manual transmission, rather than an automatic transmission.

Why?
Automatic transmission = bands, clutch packs, planetary gear sets.
Transfer case = clutch packs, planetary gear sets.

There are no gears in a transfer case like this that are akin to the manual transmission.

Manual transmissions don't have planetary gear sets, and they don't have wet clutch packs.
The transfer case has clutch packs that go from 0% applied, to slightly applied "in anticipation", 50% applied, fully applied.
It has planetary gears a lot like in an automatic. No manual transmission has such a thing - at least not that's used in Jeeps. (certain other cars - different story.......)

 

[Sting-Gray Neutral Pres.]

Did you all miss the part where the individual from Germany said that all diesel Gladiators sold in Europe have Selec-Trac from the factory? This debate about how much torque the transfer case could theoretically hold is pointless when the factory installs and warranties that exact configuration outside of America. The reason it is not sold in this configuration in America is clearly just a business decision related to expected volume vs. cost to certify.

 

[ShadowsPapa]

Did you all miss the part where the individual from Germany said that all diesel Gladiators sold in Europe have Selec-Trac from the factory? This debate about how much torque the transfer case could theoretically hold is pointless when the factory installs and warranties that exact configuration outside of America. The reason it is not sold in this configuration in America is clearly just a business decision related to expected volume vs. cost to certify.

Are the tunes, torque and HP output in EU identical to those of the U.S.?
Will they PCM code controlling those factors be identical?

And did you all miss the part where it was pointed out some of these are frying clutch packs?

Clearly just a business decision, and this is known for a fact? Clearly?
Did you know it's more costly to comply with EU rules in some cases?

The point is clearly moot anyway since the EU has just banned the sale of any vehicle that is not 100% carbon neutral starting in 2035 and they've tightened up the rules that were to go into effect between now and then - forcing the hands of automakers who wish to sell in the EU. They have followed California's and Virginia's lead. (Virginia law is tied to CA's laws so they didn't have to pass anything new)

 

[Pescatoral Pursuit]

Why?
Automatic transmission = bands, clutch packs, planetary gear sets.
Transfer case = clutch packs, planetary gear sets.

By function, the clutch packs act more like those in a limited slip differential than that of an auto trans; ie smooth direction/ redirection of power as opposed to smooth transition to another gear/ ratio.
Yes there are planetary gears in certain specialized trannys as you alluded to but gear type isn't the main point.
TCs, like MTs and differentials don't automatically shift through gear ratios.
TCs, (at least the ones we're referring to) like MTs are manually operated.

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