WK2 driveline
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Good question. I'm curious as well. With all the different modes and turning traction control on/off or full ESC off what happens in each.
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The WK2 has a MP3010 single speed transfer case with electronic proportioning. In Sport and Track modes its 35/65 front/rear, Snow mode is 50/50. Rear end is a ZF electronic limited-slip differential.
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Does MP3010 = NV146?
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Gears. It works like a regular LSD, but is managed by the trucks computer. It uses wheel speed sensors, ABS sensors, etc. to control the amount of power to each wheel. It can also help control vehicle yaw.
Well, its heavier than a WK1, and it has 3.70 gears versus our 3.73.
Negative, this is a completely different transfer case.
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Hmmm...the owners guide tells me it's a NV146 and still uses the same fluid as the WK1.
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I looked at it again, it's just saying to use the NV146 transfer case fluid. Not that it is an NV146.
Actual page 552, like the page number that's printed on the page.
http://www.jeep.com/download/pdf/ma...&o-download-button.x=63&o-download-button.y=9
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Chrysler spec sheet says otherwise:
http://www.media.chrysler.com/dcxms/assets/specs/12_JP_GrCherokee_SRT8_SP_Nov.pdf
I believe the MP3010 takes ATF+4.
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Because its heavy as balls!!
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From WK2jeeps
Quadra-Trac Active On Demand (MP3010 single-speed transfer case with electronic limited slip rear differential)
(Standard on SRT8 models)
The MP3010 is a single speed transfer case which provides convenient full-time all-wheel-drive. No driver interaction is required. The DTCM module governs the torque split between the front and rear axle. Driving down a straight line on a dry surface the transfer case sends 47 percent of the torque to the front axle and 53 percent of torque to the rear axle. This four-wheel drive (4WD) system allows front and rear wheels to rotate at different speeds when required by the road condition or road surface.
Operation:
Normal All-Wheel Drive allows front and rear wheels to rotate at different speeds on all road surfaces. The "SVC 4WD" warning light monitors the electric shift 4WD system. If this light remains on after engine start up or illuminates during driving, it means that the 4WD system is not functioning properly and that service is required.
Proper operation of all-wheel drive vehicles depends on tires of equal size, type and circumference on each wheel. Any difference in tire size can cause damage to the transfer case.
The DTCM (Drive Train Control Module) is an electronic module that controls the shifting of the 4WD "Active on Demand" MP3010 single speed transfer case.
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Quadra-Trac Active On Demand (MP3010 single-speed transfer case with electronic limited slip rear differential)
(Standard on SRT8 models)
The MP3010 is a single speed transfer case which provides convenient full-time all-wheel-drive. No driver interaction is required. The DTCM module governs the torque split between the front and rear axle. Driving down a straight line on a dry surface the transfer case sends 47 percent of the torque to the front axle and 53 percent of torque to the rear axle. This four-wheel drive (4WD) system allows front and rear wheels to rotate at different speeds when required by the road condition or road surface.
Operation:
Normal All-Wheel Drive allows front and rear wheels to rotate at different speeds on all road surfaces. The "SVC 4WD" warning light monitors the electric shift 4WD system. If this light remains on after engine start up or illuminates during driving, it means that the 4WD system is not functioning properly and that service is required.
Proper operation of all-wheel drive vehicles depends on tires of equal size, type and circumference on each wheel. Any difference in tire size can cause damage to the transfer case.
The DTCM (Drive Train Control Module) is an electronic module that controls the shifting of the 4WD "Active on Demand" MP3010 single speed transfer case.
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I believe the full part number is
MP3010-NP0
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MP3010-NP0
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Here it's called Quadra-Trac, yet in the sales info it's referred to as Selec-Trac. My head hurts...
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I started a WK2 powertrain thread about 2 years ago, Blown and some others posted some good exploded diagrams and there was some heavy technical discussion in it.
Couple of points..
-The MP3010 is not a new transfer case, its been in the chrysler parts bin for multiple generations of mopar MOPAR products in other vehicles. No one has cracked-into one to see how it works. More than likely it is another friction clutch design similar to the NV146. The problem with friction clutches is that the clutches slide past one another and induce wear over time. They are finicky about fluid types, and fluid levels. Start adding gobs of power and it becomes a big unknown; will the clutches offer positive lockup at 600, 700, 800 + whp? Are the internal parts strong enough including the outpout shaft, chain drive, etc? Does the clutch material wear away like toilet paper? Whats the electronic feedback loop to the PCM and TCM doing to the programming when the transfer case freaks out- Is it pulling timing? Is it affecting torque management? Bottom line is no one has modded the WK2, so until they do, saying that a stock transfer case on a stock truck is "good" is pointless, nobody knows.
-The front axle is open, like the WK1, there is no LSD option for it as far as I know.
-The rear axle is not a traditional live axle like the WK1, its a frame-mounted rear differential with half-shafts going to an IRS. It has an electrically-actuated LSD that is controlled by a DTCM, similiar to how the WK1's module controls the transfer case. Like all IRS's, the Jeep could potentially suffer from wheel hop under extreme power, and NO IRS will ever be better than a live axle for out-of-the hole acceleration at the track, although for running 10's it won't make much difference. Again, the wild card is the electronic limited slip; it takes commands from the computer, its another factor to consider when modifying, and nobody knows how strong it is. You can blow apart a rear end pushing past 1000hp. For instance, if you're coming out of the hole on drag radials at 1200ftlbs of engine torque, multiplied considerably by the drievetrain ratios, and the electronic locker is saying "ooh good lordy, its time to engage" it might strip those teeth down to nubs in the .2 seconds you've got one wheel burning like a freight train and the other one glued to the friction compound.
-The transmission is the 5spd W5A580 carried-over from the WK1, still apparently rated (in name) for 580 Nm of torque, which the 6.4 liter has considerbly more of. Good news is that paramount has a solution for 800hp versions, don't believe the hype past 1000whp though, even paramounts will burn out eventually. If the 8-speed makes it into the market next year, another variable that will have to be sorted out. Even if companies like parmount can pull off an upgrade, you're now shifting at least 5 times in 10 seconds to make it to the end of the track... or possibly 6 times in 9 seconds, lol... good luck. Any time spent between gears is time spend NOT putting max power to the primary movers.
Couple of points..
-The MP3010 is not a new transfer case, its been in the chrysler parts bin for multiple generations of mopar MOPAR products in other vehicles. No one has cracked-into one to see how it works. More than likely it is another friction clutch design similar to the NV146. The problem with friction clutches is that the clutches slide past one another and induce wear over time. They are finicky about fluid types, and fluid levels. Start adding gobs of power and it becomes a big unknown; will the clutches offer positive lockup at 600, 700, 800 + whp? Are the internal parts strong enough including the outpout shaft, chain drive, etc? Does the clutch material wear away like toilet paper? Whats the electronic feedback loop to the PCM and TCM doing to the programming when the transfer case freaks out- Is it pulling timing? Is it affecting torque management? Bottom line is no one has modded the WK2, so until they do, saying that a stock transfer case on a stock truck is "good" is pointless, nobody knows.
-The front axle is open, like the WK1, there is no LSD option for it as far as I know.
-The rear axle is not a traditional live axle like the WK1, its a frame-mounted rear differential with half-shafts going to an IRS. It has an electrically-actuated LSD that is controlled by a DTCM, similiar to how the WK1's module controls the transfer case. Like all IRS's, the Jeep could potentially suffer from wheel hop under extreme power, and NO IRS will ever be better than a live axle for out-of-the hole acceleration at the track, although for running 10's it won't make much difference. Again, the wild card is the electronic limited slip; it takes commands from the computer, its another factor to consider when modifying, and nobody knows how strong it is. You can blow apart a rear end pushing past 1000hp. For instance, if you're coming out of the hole on drag radials at 1200ftlbs of engine torque, multiplied considerably by the drievetrain ratios, and the electronic locker is saying "ooh good lordy, its time to engage" it might strip those teeth down to nubs in the .2 seconds you've got one wheel burning like a freight train and the other one glued to the friction compound.
-The transmission is the 5spd W5A580 carried-over from the WK1, still apparently rated (in name) for 580 Nm of torque, which the 6.4 liter has considerbly more of. Good news is that paramount has a solution for 800hp versions, don't believe the hype past 1000whp though, even paramounts will burn out eventually. If the 8-speed makes it into the market next year, another variable that will have to be sorted out. Even if companies like parmount can pull off an upgrade, you're now shifting at least 5 times in 10 seconds to make it to the end of the track... or possibly 6 times in 9 seconds, lol... good luck. Any time spent between gears is time spend NOT putting max power to the primary movers.
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