New tranny at 45,000 miles. Wtf🙈

[Viper501]

@ShadowsPapa I totally agree that using a dealer level tech to do a rebuild is idiotic, at the very least. You're correct that most, if not all, do not have the experience, tools, or facilities (e.g. a clean room) to do the repair correctly. But, Stellantis likely doesn't give a **** since they are most likely not in this for a long haul.

On a related topic, it would be interesting to see what a German manufactured ZF transmission would do in a 'regular' JT. Hopefully, I never need to find out but now that I know the standard JT is built under license I may look into that option if I have to. Of course, I may look at the extra two cylinders at the same time as well.

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[Minty JL]

The warranty clock starts running at the original purchase and does not re-set when a part is replaced under warranty. Below is the language from the Parts & Accessories warranty, but the same applies to the vehicle warranty:

When my dealer completes warranty work it comes with a 2yr/unlimited mileage warranty

 

[legacy_etu]

They actually have a special sort of forum or chat where techs can "compare notes" and ask others if they've had xx experience. They told me flat out about this when they were sort of baffled by an issue I had a while back. (the JLU spare tire clocking causing park sense errors). The tech went online and found other techs resolved the park sense issue by relocking the spare tire so the valve stem was up. Otherwise the sensor in the spare seems to freak out the park sense sonar or something if it's facing down. So - they can chat with each other and compare notes, etc. quite easily if they wish.

I always thought it would be cool if auto manufacturers could aggregate all the tech notes written up and the solutions and train an in-house AI on it. Sort of become a super-powered Forum where all the prior fact finding and solutions could be easily accessed by inputting your symptoms.

 

[Jefe1018]

I always thought it would be cool if auto manufacturers could aggregate all the tech notes written up and the solutions and train an in-house AI on it. Sort of become a super-powered Forum where all the prior fact finding and solutions could be easily accessed by inputting your symptoms.

My suspicion is that they have to have something like this, ever heard of Identifix, Mitchell, etc? These are all apps that are older than the AI revolution that would help techs expedite the troubleshooting procedures to the most common causes. I bet they keep it very hush hush as this might cause way more TSB’s, recalls and the like.

 

[legacy_etu]

My suspicion is that they have to have something like this, ever heard of Identification, Mitchell, etc? These are all apps that are older than the AI revolution that would help techs expedite the troubleshooting procedures to the most common causes. I bet they keep it very hush hush as this might cause way more TSB’s, recalls and the like.

Never heard of it. Makes sense to have something like it though.

 

[Escape.idiocracy]

Yup - there's the part number for new. (I'd believe you anyway - you could tell by the decal or number)

Interesting.
We're a year into the replacement on our JLU and it's been working absolutely perfectly and is totally leak-free.
But then - the JLU 4xe transmission is indeed made in Germany by ZF while the standard 8 speed like in the JT is made in the USA by Chrysler - so that's a point I likely didn't consider.

My understanding was that JT Diesels have a ZF 8HP75 and JT/JL’s are running a clone ZF 850RE?
I am guessing by your comment that the 4xe’s are also running the 850RE??

I wonder what hurdles would be in play for gas/ev folks to ditch the 850 and transplant a 8hp75- outside of the already discussed scan tool/electronic pairing.

 

[Viper501]

Rubitrux‘s V8 conversion includes installation of a new ZF 8HP75 8 Speed Automatic Transmission. So, it would appear you should be able to transplant with little distress. Granted the change is to deal with the increased torque of the 392+.

 

[ShadowsPapa]

My understanding was that JT Diesels have a ZF 8HP75 and JT/JL’s are running a clone ZF 850RE?
I am guessing by your comment that the 4xe’s are also running the 850RE??

I wonder what hurdles would be in play for gas/ev folks to ditch the 850 and transplant a 8hp75- outside of the already discussed scan tool/electronic pairing.

The JLU 4xe uses the 8HP75PH. It has the integrated electric motor and a clutch, no torque converter. The hp and torque require the heavier duty transmission.

 

[Blade1668]

What happens if a tech messed up after 20 hours on an 8 hour job, nicks a seal and there are problems down the road a bit?
Stellantis is really in financial trouble if they are cheaping out on something they've historically said was only done via replacement of the unit. Most smaller shops won't have any experience, and it takes only a human hair or a bit of lint to bust a transmission to pieces (yeah, I've seen it myself - I used to do automatic transmissions when the largest was a 4 speed and lockup converters were fairly new things). The clearances between a valve or shuttle and the bore of a valve body is much smaller than a human hair, and if they use normal shop cloths/rags and not totally lint-free, well............ I saw a band servo bust clean off the housing when a bit of lint locked up a couple of valves in the valve body and one could not fully release before another clutch engaged - SNAP.

Hmmm, that's part of where I learned about using coffee filters working with. This made me think about when I torn down Jeep XJ AW4 transmission and put back together in my driveway. Plastic tarps laid out on concrete side by side 1990 year and post 2000 swapping necessary needed parts.
Something that I couldn't do now to much dust and pollen/cotton fibers floating around. I definitely would not want to be doing a newer ZF transmission without having a "clean room" or even with one. After watching a few different utube channels and saw how more than a few have had subpar luck with unnamed companies rebuilding transmissions of older generations of vehicle aka 700R4 and turbo 400s.
It's not a job for someone who doesn't specialize in transmission work in my opinion.

 

[ShadowsPapa]

Hmmm, that's part of where I learned about using coffee filters working with. This made me think about when I torn down Jeep XJ AW4 transmission and put back together in my driveway. Plastic tarps laid out on concrete side by side 1990 year and post 2000 swapping necessary needed parts.
Something that I couldn't do now to much dust and pollen/cotton fibers floating around. I definitely would not want to be doing a newer ZF transmission without having a "clean room" or even with one. After watching a few different utube channels and saw how more than a few have had subpar luck with unnamed companies rebuilding transmissions of older generations of vehicle aka 700R4 and turbo 400s.
It's not a job for someone who doesn't specialize in transmission work in my opinion.

My boss built me a special steel table with drain troughs on each side, and a very smooth surface. I had boxes of lint-free cloths and no one else was allowed to use or touch that area. Parts were clean as usual, and washed to remove all traces of solvent.

I would only do one of these if -
I had the proper tools
I had a clean area to work with

My plating stuff is just too corrosive, and the powder coating and blasting - too much grit and dust in the air.

 

[Planerdude]

UpdateDealer called this morning said my truck was done, come pick it up. Returned my loaner, Enterprise gave me a lift to the dealer.
My service advisor stated that the transmission tech was tired of waiting for the “special tools”, but was confident enough that his arsonel of tools was more than adequate to get the job done. He stated there were no issues and everything (so far as transmissions go) was straightforward and simple. The tech drove it for 20 miles. No issues. I drove it another 100 miles with no issues. Shifts like new. We will see about the clunk going into reverse in the morning aftet it cools down. Will advise on any issues that come up. Good luck to anyone going thru this. I think i luck out that my tech is a transmission only mechanic with 25 years working on dodge/jeep/ram vehicles.

 

[Viper501]

Fingers crossed for you.

 

[Planerdude]

Update#2 So shifting into reverse this morning on a cold transmission was smooth and quiet as new. None of the hard clunking which was my first tell of the start of the tranny issues.

 

[Stan H]

Mine ha

Update#2 So shifting into reverse this morning on a cold transmission was smooth and quiet as new. None of the hard clunking which was my first tell of the start of the tranny issues.

Mine has been cold shifting into reverse hard for 47,000 miles. Its got 107,000 on it now. Honestly I can remember it doing that much earlier than that.
So that hard cold reverse shift means what ? Pump bad ? Clutches ? Torque converter ?

 

[ShadowsPapa]

Mine ha
Mine has been cold shifting into reverse hard for 47,000 miles. Its got 107,000 on it now. Honestly I can remember it doing that much earlier than that.
So that hard cold reverse shift means what ? Pump bad ? Clutches ? Torque converter ?

Bad pump is a whine, or some other similar "pump noise" and would do it regardless (worse when cold, but gear selection wouldn't matter)
Torque converter - similar - it doesn't care what gear you are in or select because the direction and speed changes with engine RPM, and not otherwise (unless there's a lockup component bad)

I'd have to find the power flow in these to predict exactly which part could be the culprit, but keep in mind, a lot of other things can cause a hard reverse - or going into gear with a clunk or bang, such as differential/pinion, driveshaft and so on.

If you aren't throwing a code, the odds shift to a non-transmission related sound.
Once a clutch pack or band starts to head south, typically, it doesn't just stay that way, it keeps on going until it fails.

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