Except that the Knucklebone I posted is less than half of his figure of $500.

 

Jerry didn't disagree with you. The OP asked about a bumper w/tire carrier. The Knucklebone isn't exactly what he asked for, and Jerry's post was referencing that difference. It's certainly a viable option if OP doesn't need a bumper.

 

So, wanna get an opinion from you guys. I hear torque converter problems in AW4s are extremely rare.

96 XJ, 4.0. 2wd. Transmission fluid level and color are both fine. Using Dex/Merc fluid.

Having a strange issue when coasting down-hill in drive, as well as when driving and I suddenly let off of the gas.

When coasting down hill: The RPMs drop to around 1k nearly instantly when I let off the gas (normal operation of TC, right?) However, they slowly climb back up to 1500 (within 3-4 seconds) and then instantly drop to 1k again. I can feel it happen as well. It feels like it's shifting gears or maybe the TC is locking/unlocking.

When I let off of the gas it feels much harsher than it should be. This -just- started happening, and I have no idea why...

So, questions: Does it sound like I have a transmission issue? Sensor possibly? TPS checks out fine. TB kickdown cable is adjusted properly.

This summer, I'm going to convert to 4wd. Anyone think it's worth it to put in a remanufactured/JY torque converter while I'm at it, or will I be fine using my own? I'm leaning towards re-man'd, but from what I've read TC issues are rare... and if I can save $100 I'm fine with that.

 

Is the above quote true?

 

Sounds like your torque converter's lockup clutch is going ape****. Probably some way to test it.

No idea. Why wouldn't you just run ATF+4 in your 30/32RH? Non-lockup TorqueFlites are rather old.

 

Thank you, and sounds like a plan, good incite.

 

I am running ATF+4 in my 32RH (aka TF999), but I was reading today to see if it was a good idea. Something smelled like burnt clutch last night, and I got worried, so I drove the Camaro to work today.

Everything I'm finding says ATF+4 in the 32RH, but I found the above information interesting. If it's true, it really simplifies the question of which fluid to use in any vehicle.

 

Check the torque converter for a plug. Apparently Chrysler did make available a non-locking TC with the 32RH for Jeeps (what the ****? Why?) so it's possible.

All of the Jeep FSMs I've read have giant warnings in bold text warning against the accidental use of Dexron III in a 30RH or 32 RH. The literature states that the use of Dex III in a transmission that requires ATF+3's friction modifiers can result in fatal clutch chatter and will void the warranty.

I'd suggest that maybe the application- and model-specific manufacturer instructions are going to be more reliable than an Internet quote that generalizes a range of slushboxes produced from the mid 1950s to early 2000s...

 

The TF999 doesn't have lockup. The 32RH is identical except that it does have electronic lockup.


Precisely why I was looking for 32RH info and wanted to check the accuracy of that quote before relying on it.

 

i got a stubby front bumper i'm trying to get swapped on and i need to replace steering box bolts with some longer grade 8. I believe dimensions of stock are 7/16 and 4" long..........correct? and do i need to worry about the thread of the new ones? cant' find if the box has a threaded hole or a sleeve for new bolt and i'll use new nut on inside of frame.

thanks!

 

The box are threaded, so u wouldn't need to get nuts.

And the bolts are 7/16-14

 

Interesting... I'll look through my FSM and see what I see. Or something.

 

2000 XJ, 4.0. Rebuilding the engine, will have it finished tomorrow, if all goes well. Been working on it, in my spare time for quite a while. Anyway, went to put the new oil pump in. The tube from the old pump is a very tight fit, finally got it removed, now my concern, it fits "loose" in the new pump. Not sure what brand oil pump, but it came with the engine kit. Any thoughts? A little RTV around the tube? Try and fit an O-ring on the tube and see if it'll press tight against the pump? I'm a little worried that I'll have suction problems will the pump, sucking air. Thought about pulling the old pump apart and giving it a good cleaning and inspection, then reusing it. I did have a broken piston skirt, but no small metal in the pan, just the 2 pieces that broke off the skirt. Thanks.....RR

 

Both were available with or without lockup lol. I found a post on Pirate where a dude reported one of his YJs actually did not have one on his 32RH.

Now that I'm at home I can post some real info for you. The closest I personally have is from the 1995 XJ (and sometimes YJ) FSM

According to our friends on Wikipedia, the 30RH (TorqueFlite A-904) is a lower strength version of the 32RH (TorqueFlite A-999). AllPar suggests the A999 is a stronger case with A904 guts, so perhaps this excitement from the 1999 XJ FSM is relevant.

To me this reads like..

- Dexron II may have been an old spec for non-lockup TorqueFlites.
- Dexron II was specified as okay in 1995 for renamed TFs with lockups, but engineers didn't think it was wise.
- By 1999 the Chrysler noticed a high failure rate with Dexron II so forbade its use entirely. (Speculation of course - unlike specifying ATF+4 for AW4s, the 30RH/32RH were all still under warranty and the dealers were carrying Dex II/III for AW4s anyway...)

So I don't think running GM fluid in your Chrysler transmission is a good idea

 

I recently picked up this fuel tank skid plate for my 1998 Cherokee XJ Classic. The seller said it came from his '98 so we figured it would be a direct bolt on. That's not the case and I'm wondering if he was mistaken. Can anyone verify from these photos if this will fit a '98 XJ? If it will, what is the trick to getting it installed? I'm stumped! Thanks.