Air bubbles in the transmission fluid and slippy when its cold
Air Bubbles in the Transmission Fluid
This is an indication of the transmission fluid level being low. This may be from a leak in the system or under filled at the last transmission service. The transmission fluid level needs to be checked when the engine is hot and running, the transmission is in park and the vehicle is parked on a level surface.
When the fluid level is low the transmission will indeed slip. Continued driving like this will damage the internal clutches. Repair as soon as possible to prevent any damage. If the fluid looks burnt it may already be too late and may require a rebuild. Top off the fluid level and test the operation.
My remote to open my doors would not work so I used the key. The panic alarm goes off and it would not shut off I disconnected the battery for 5 mins and when reconnecting it still the panic alarm goes off. How do I turn this off.
Your transmission could be stuck in limp mode. This is very common. Anything from a transmission internal malfunction to a bad speed sensor can cause the computer to put the transmission in limp mode. Chances are there are trouble codes in the computer that will point you in the right direction. Your local auto parts store will do this for free for you.
If there is a fault detected with the accelerator pedal position sensor, the PCM will set the engine speed at 1100 RPM.
There are four preprogrammed modes from which the GPEC1 bases initial valve timing.
Idle or Part throttle
Wide open throttle
Limp-in or Default
From each preprogrammed mode, the GPEC1 adjusts valve timing based on operating conditions.
GPEC1 has calculated optimum intake valve timing of 112 degrees after Top Dead Center and optimum exhaust valve timing of 97 degrees before Top Dead Center. The GPEC1 pulse width modulates the oil control valves to advance or retard the camshaft to their desired location. The spool valve inside the intake oil control valve is energized and moves to allow pressurized oil into the advance chambers of the intake cam phaser. At the same time, the spool valve inside the exhaust oil control valve is energized and moves to allow pressurized oil into the retard chambers of the exhaust cam phaser. Oil enters the advance chambers of the intake phaser and the retard chambers of the exhaust phaser. Oil pressure releases the lock pin from its locked position and pushes against the rotor vane. Both the rotor vanes are moved, advancing the intake camshaft and retarding the exhaust camshaft.
We changed our water pump and thermostat because my 2001 Jeep Grand Cherokee Limited 4.7l v8 would run hot while sitting. Well after we got everything done, we took it down the road. It started to run hot, check gauges light came on so I turned it off and then released pressure from radiator cap. And then tried to crank but it wouldn’t start with out foot on gas. It shuts off when you take your foot off the gas and is running like crap and is shaking. I’m stumped please help thanks
Sounds like you drove it a bit too long with the engine running hot before turning it off. If it ran just fine until the check gauges light came on, you probably blew a head gasket.
The cooling system needs to be bled and then topped off. If the top and bottom radiator hose are getting hot, then the thermostat is opening. Most common reason for overheating at idle only would be the fan is not coming on. This can be from the cooling fan relay, the fuse, the cooling fan motor, PCM or the wiring harness.
2001 Jeep Grand Cherokee Cooling Fan Wiring Diagram
My 2000 Jeep Grand Cherokee Laredo has some electrical issue. First the windows are stuck in up position. The switches don’t work right. The left switches changed, center interior light stays on when vehicle in motion. And the information box overhead don’t work. All other gauges work fine.
Power windows use one fuse #12, 50Amp to power them. Check for power going tot he switch. If no power is going to switch check the fuse and power at the fuse. If the fuse is good and power is found, look at the wiring harness. Most common place for break in wiring harness is at the door jam where the door is opened and closed often.
The dome light is turned on with the multi-function switch. Make sure it isn’t turned on first. Then the light is turned on as a courtesy when the door is opened. If the BCM – Body Control Module thinks the door is open still the light will remain on. This can be from a failing door latch switch or the wiring harness as described above.
As for the overhead Vehicle Information Center, there are two fuses to check. Check #8, 15 amp and #22, 10 amp fuses.
Overhead Information Center Wiring Diagram 2000 Jeep Grand Cherokee
I was driving down the road in my 2000 Jeep Grand Cherokee Laredo 4.7 L V8 Power Tech. It lost power, backfired and stopped running. I thought the timing chain broke . I pulled it home and took it apart to see the timing chain. It has 3 chains, the left and front chains are tight and the right chain is a little loose. I can move the loose chain about a 1/2 inch . So can you help me please.
MEASURING TIMING CHAIN WEAR
NOTE: This procedure must be performed with the timing chain cover removed.
Remove the timing chain cover.
To determine if the secondary timing chains are worn, rotate the engine clockwise until maximum tensioner piston extension is obtained. Measure the distance between the secondary timing chain tensioner housing and the step ledge on the piston.
The measurement at point (A) must be less than 15mm (.5906 inches)
If the measurement exceeds the specification the secondary timing chains are worn and require replacement.
ENGINE TIMING – VERIFICATION
CAUTION: The 4.7L is a non free-wheeling design engine. It is an interference engine. Therefore, correct engine timing is critical.
NOTE: Components referred to as left hand or right hand are as viewed from the drivers position inside the vehicle.
NOTE: The blue link plates on the chains and the dots on the camshaft drive sprockets may not line up during the timing verification procedure. The blue link plates are lined up with the sprocket dots only when re-timing the complete timing drive. Once the timing drive is rotated blue link-to-dot alignment is no longer valid.
Engine base timing can be verified by the following procedure:
Remove the cylinder head covers.
Using a mirror, locate the TDC arrow on the front cover. Rotate the crankshaft until the mark on the crankshaft damper is aligned with the TDC arrow on the front cover. The engine is now at TDC
Note the location of the V8 mark stamped into the camshaft drive gear. If the V8 mark on each camshaft drive gear is at the twelve o’clock position, the engine is at TDC on the exhaust stroke. If the V8 mark on each gear is at the six o’clock position, the engine is at TDC on the compression stroke
If both of the camshaft drive gears are off in the same or opposite directions, the primary chain or both secondary chains are at fault.
If only one of the camshaft drive gears is off and the other is correct, the problem is confined to one secondary chain.
If both camshaft drive gear V8 marks are at the twelve o’clock or the six o’ clock position the engine base timing is correct. Reinstall the cylinder head covers.
Engine Warm-Up Mode This is an open loop mode. The PCM adjusts injector pulse width and controls injector synchronization by controlling the fuel injectors ground paths. The PCM adjusts ignition timing and engine idle speed. The PCM adjusts the idle speed by controlling the idle air control motor.
Engine Timing The PCM cannot detect an incorrectly indexed timing chain, camshaft sprocket, or crankshaft sprocket. The PCM also cannot detect an incorrectly indexed distributor.(*)
I have removed the skid plate on my 1997 Jeep Wrangler SE 2.5 l 4 cylinder 5 speed manual many times without issue. This time when I went to take it off the transmission wants to come down with it. As far as I know there is not a top transmission mount? what is letting it come down?
There is no top transmission mounts, you are correct about that. There are two engine mounts and one transmission mount. It is normal for the transmission to want to lower. You should place something under it to support it when removing the skid plate.
TRANSFER CASE SKIDPLATE
The transmission and transfer case crossmember is integrated with the transfer case skidplate.
WARNING: THE TRANSFER CASE AND TRANSMISSION ARE SUPPORTED BY THE TRANSFER CASE SKIDPLATE. BEFORE REMOVING THE TRANSFER CASE SKIDPLATE, ENSURE THAT THE TRANSMISSION IS PROPERLY SUPPORTED.
Raise and support the vehicle.
Place a support under the transmission.
Remove the nuts attaching the transmission mount to the skidplate
Remove the bolts attaching the skidplate to the frame
Separate the skidplate from the vehicle.
Position the skidplate on the vehicle.
Install the bolts attaching the skidplate to the frame. Tighten the bolts to 74 N·m ( 55 ft. lbs.) torque.
Install the nuts attaching the transmission mount to the skidplate. Tighten the nuts to 28 N·m ( 21 ft. lbs.) torque.
Remove the support under the transmission.
Remove the support from under the vehicle and lower the vehicle.
This can be from loss of fuel or spark. May be from a failing engine sensor or damaged wiring. First thing to do would be to pull and check engine light trouble codes and go from there. You may post the trouble codes below in the comments for further information. The codes may indicate why the engine stalls when driven.