Dexron and transmission delay

[Kevin.G]

Well, having read extensively about Lubeguard, it does appear impressive. But quite rightly, as mentioned by 24turbo earlier, re-learning might just be the solution. Unfortunately this shop which I used seems unable to progress beyond the general re-learning procedure. Maybe he can produce a detailed diagnostic report then I can take the car to a reputable transmission works for the comprehensive learning procedure.

Only problem is the closest transmission experts are 650km from me. Not sure if I can take the chance to drive that far with the box as is?

 

[Kevin.G]

Lubeguard products are available in SA, I just need to weigh up the pro's and con's to adding to Dexron 6.

 

[eric1514]

Or if your new pan comes with a drain plug, you can remove at least 1/3 of the dextron and replace it with ATF +4. Do this every couple of weeks or whenever the stuff goes on sale and you’ll soon have close to 100% good stuff in your ******.

 

[24turbo]

What year is the transmission that you installed? If it was 2007+ it is a VLP which is not a direct interchange. Low line pressure at idle (hot) seems like your most logical cause and this is all I can come up with.

I’ve tried to figure out your problem but it doesn’t make sense to me. I’m not convinced changing the fluid is going to help ( but it still may cause shifting issues).

If the shop just did a quick learn it still shouldn’t be doing what you are describing so I’m not sure that a better scanner going to get you anywhere. My understanding is the only way to get a full relearn and diagnostics is with a Mopar oem dealer tool. Most all aftermarket scanners do a “quick learn” which is usually adequate. Wrong year is the best I’ve come up with so far…..

 

[Kevin.G]

Thanks once again. The box and case are from an '03 model. But having done some additional digging, I am also beginning to doubt the learning theory. I have the car booked for a recall on the rear lower control arms at the end of May, so maybe I will ask the agents to have a look at a full diagnostic/re-learn. Although, from past experience in SA I know that Jeep are reluctant to even look at any work carried out by a non-Jeep agent, so let's see how far I get with that one.

Your post has however prompted me to relook at the transfer case problem which I have where I am not able to engage 4Hi. So, it turns out that the transfer case which came with the transmission swap is a 231, and guess what, mine is a 242!!! Problem solved. Except now I need to sort out my original case which seemed to be working perfectly. The only reason the shop went with the 231 case is that it was already on the transmission, but of course they never checked, and I blindly accepted their advice to do the swap. The other reason was the state of the nagnet, as well as the slackness in the chain. I am very tempted to just fit a new chain (maybe), clean and fill her with new fluid and fit her back. The pics attached show the current condition of chain and magnet. Any advice or comments from the experts?

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[24turbo]

A few questions-

You know for sure the transmission worked fine before it was removed? Did you have any history with this vehicle to know any of its quirks?

You say when the transmission is hot it is slow to go into reverse or drive correct? But cold it is fine.

Is it only when you first select drive or reverse-or If you select reverse and feel it engage and go immediately to drive is it still slow engaging in drive or vice versa?

Does it engage faster if you are revving it slightly?

Does it engage in drive faster if you immediately set the shifter to low, not drive?

My best guess at this point is either a leaking accumulator or the low/reverse piston leaking-but much worse when hot. Both are known weak points-although the 42rle is really a poorly built and engineered piece


As for your transfer case I would change input and output bearings also along with the chain and anything else you see once disassembled. Your magnet looks crappy but you would be surprised how much accumulates on them. The big indicator is how big are the pieces. Slight sliver are ok but if there is anything bigger you may have something piled up.

 

[Kevin.G]

Thanks once again, to answer the questions;

I have no history at all on the 2nd transmission, and only have the workshop technicians word to go on that it was a good box. The reason for the vehicle standing was a blown motor.

How the gears perform when engaging as you have asked, I will check this on my next outing and revert back with the results.

Just some feedback on the additive issue as discussed in earlier posts, I have spoken with an oil company engineer specializing in lubricants and his reply (for info purposes) is as follows:

ATF 6 (Dexron VI) and ATF +4 is not interchangeable. ATF 6 is GM OEM and ATF +4 is Chrysler OEM.

The specification on the 42RLE is MS-9602. The Chrysler MS-9602 is the official spec for ATF +4.

I would not recommend an additive. The additive Lubeguard Platinum is to boost performance of the already correct product used and not to reform one product to another.

Please note that the additives used in the ATF 6 and ATF +4 are very different. The friction modifiers used are not the same and if you add another additive to that, that may/can result in foaming (two additives working against each other), which then creates pitting, etc.

The same applies when topping up the one ATF with another. They use two different friction modifier systems. Over time the product can gel or it can foam when mixed. So, with use the two systems might work against each other.

 

[Steve1951]

Thank you so much for all the advice. it really is a problem living out in the middle of nowhere and being at the mercy of those "in the know". I will see if I can get the workshop to drain, flush and refill the box with correct ATF+4 then give feedback on whether this sorted the delay problem. While they are about it they will have to attend to the 4WD selection which is not engaging 4H, they can't seem to get that right either.

 

[Shankster]

That seems like great info from the lube Engineer. Just confirms that no matter what is happening with your shifting issues you need to get that Mercon out of there right now. That would be #1 priority for me and hopefully it fixes your issues - if not then you go to the next troubleshooting step.

I would still try to reach out to Jeep / Mopar and get something in writing from them re suitability of the Mercon. Then keep all your receipts and documentation and go after the shop that did the work to pay for the fixes. As I mentioned, I would take them to small claims court for that if such a thing exists in SA - no need to hire a lawyer - you present the evidence and get a payment from the shop assuming the Judge agrees. This shop needs to be taught a lesson, or else they'll do it again to the next guy or gal who brings their Mopar in for service.