key JEEP CJ 1953 Owner's Guide

I

CLUTCH 1-1.
GENERAL

The
clutch on current 'Jeep' vehicles is either

Auburn
or Borg and Beck manufactured. Vehicles
equipped with F4-134
engines
have an
Auburn
9.25" [23,4 cm.] single plate dry-disc clutch. The
pressure plate has three coil pressure springs and
three levers or fingers.

The
V6-225
engine
is equipped with a 10.4" [26,4
cm.] Borg and Beck single plate dry-disc clutch.

The
pressure plate utilizes either a finger-type
diaphragm spring, or a coil
type
spring pressure plate for clutch release.

The
driven plates of all
models
are built with
vibra­

tion damper springs and have two flexible facings

which
provide
smooth
engagement
of the
engine
power.
Early
'Jeep' vehicles equipped with a Dauntless
V-6
engine
use a 10.4" [26,4 cm.] single plate, dry-
disc clutch, incorporating a diaphram-type spring assembly.

The
clutch is of the centrifugal single dry disc
type
and
consists of the clutch disc, pressure plate and
the clutch release bearing.

The
clutch is actuated by a clutch pedal and a
series of mechanical linkage.

When
the clutch pedal is in the
engaged
position,
the clutch disc facings are clamped
between
the
friction surface of the
engine
flywheel and the face of the clutch pressure plate, thereby connect­
ing
engine
power to the transmission. Depressing
the clutch pedal actuates the clutch release shaft
fork
which
moves
the clutch release bearing against
the clutch fingers.
This,
in
turn,
moves
the pressure
plate away from the clutch disc. Since the disc is splined to the transmission input shaft, the clutch
disc and transmission input shaft
will
stop
when
the clutch is disengaged, thereby disconnecting
engine
power from the transmission.
1-2.
Clutch
Maintenance

To
obtain normal life and satisfactory performance
from any clutch it must be correctly operated and
properly maintained. Two conditions which shorten
clutch life are continuous operation of the clutch
release bearing and clutch slippage.
The
clutch release bearing is
designed
for inter­
mittent use. If run continuously the bearing
lubri­

cant
will
become
exhausted causing the bearing to
become
dry, noisy, or
will
seize, resulting in clutch
finger or diaphragm wear. The clutch must be properly adjusted so that the release bearing is
free of the clutch fingers or diaphragm at all times,

except
when the clutch pedal is depressed.

Excessive
clutch slippage
often
occurs when the
vehicle is overloaded, the vehicle load is applied
too quickly, or when the pressure of the clutch fingers or diaphragm is only partially applied to the clutch plate.
Friction
between
the clutch facing

and
flywheel produces
excessive
heat causing
burned,
glazed and worn linings, resulting in shortened clutch life. Avoid clutch slippage under
heavy loads by using a lower gear or reducing the load.
1-3.
Clutch
Pedal
Linkage
and Adjustment

Adjust
the clutch pedal free travel whenever the clutch
does
not
disengage
properly, or when new
clutch parts are installed. Improper adjustment of
the clutch pedal free travel is one of the
most
fre­
quent causes of clutch failure and can be a con­ tributing factor in
some
transmission failures.

As
the clutch facings wear the free travel of the clutch pedal diminishes. When sufficient wear oc­

curs
the pedal clearance must be adjusted.

Two
types
of clutch linkage have
been
used on Jeep vehicles, a cross shaft
tube
and lever
type

shown in Fig. 1-1, and a clutch control cable
type

shown in Fig. 1-2. The clutch pedal adjustment
procedures for both
type
linkages are as follows.
•
Cross
Shaft
Lever
and Tube Type

Refer
to Fig. 1-1.

Note:
Two different
Clutch
Control
Lever
and

Tube
Assemblies have
been
installed on 'Jeep*

Universal
vehicles equipped with a V-6
engine
and

T14A
transmission.
Should difficulty in shifting the transmission be
noted, check the length of the clutch release pedal
rod,
item (16) in Fig. 1-1. Measure the distance

between
the centerlines of the cotter key holes.

FIG.
1-2—CLUTCH
LINKAGE AND
ADJUSTMENT,

CONTROL
CABLE TYPE

A—Top
View,
Cable
to
Clutch
Fork
1—
Retracting
Spring
(Clutch
Fork)

2—
Clutch
Fork

3—
Ball
Adjusting Nut
4—
Lock
Nut 5—
Clutch
Cable

B—Side
View,
Cable
to
Clutch
Pedal 6—
Clutch
Cable
Support
Bracket
7—
Clutch
Cable
Housing
8—
Anchor
Bracket-to-Frame Side
Rail

9—
Retracting
Spring
(Clutch
Pedal)

10—Clutch
Pedal Assembly
*
© © ©
1437S
226

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

I
Note:
The clutch release bearing is lubricated at
time of assembly and no attempt should be made
to lubricate it Refer to Fig. 1-23 when lubricating
the clutch throwout bearing collar. c. Reassembly

To
assemble the clutch to the flywheel, first put
a
small amount of light cup grease in the flywheel
pilot bushing, install the driven plate, with short
end of hub toward the flywheel, then place the pressure plate assembly in position.
With
a clutch
plate aligning arbor or a spare transmission main
shaft, align the driven plate splines leaving the
arbor
in position while tightening the pressure plate
screws evenly.
Next, assemble the flywheel housing to the
engine
and
reinstall the transmission and transfer case or
install
the
engine
in the vehicle, depending on the
procedure of removal. Make sure that the clutch
release bearing
carrier
return spring is hooked in place. For the remainder of the assembly reverse
the operations that were used in removing the
transmission and transfer case or the
engine
referring
to the instructions given in Section J for the transmission and Section D and Dl for the
engine.

d.
Adjust the clutch control cable so there is 3A" [19,05 mm.] free pedal travel. (Refer to Par. 1-3)

1-10.
CLUTCH
—
DAUNTLESS
V-6
ENGINE
•
Diaphragm Spring Type
(Early
Models)

*
Jeep' vehicles equipped with a Dauntless V-6 en­
gine
use a 10.4" [26,4 cm.] single-plate, dry-disc

clutch,
incorporating a diaphragm-type spring as­
sembly.

When
the clutch pedal is depressed, it
moves
the
clutch
fork in the direction shown in Fig. 1-8. The

clutch
fork, pivoting on a
ball
stud, acts upon the
throwout bearing. The bearing then forces the
prongs of the diaphragm spring in the direction shown in
Fig.
1-8. The diaphragm spring is mounted
so that it pivots on its retaining rings.
This
reverses
the direction of force.
Force
is applied directly to
the three retracting springs which then
move
the
pressure plate
rearward,
away from the driven plate.

The
clutch driven plate assembly slides freely on
the transmission main drive gear splined shaft. It is keyed to the gear shaft by ten splines. The
front end of the main drive gear shaft is piloted by a bushing pressed into a recess in the
rear
end
of the
engine
crankshaft. See Fig. 1-8.

The
outer area of the driven plate is divided into

segments
formed in low waves to provide springs

between
the plate facings and cushion
engagement

of the clutch. A molded facing is riveted to each
side of every
segment.
When the clutch is fully
released, the waved
segments
cause the facings to

spread
approximately .045" [1,14 mm.]. Pressure
plate movement provides an additional clearance
of approximately .030" [0.76 mm.] to assure
full
release of the driven plate. See Fig. 1-8.

The
driven plate assembly is designed to prevent
torsional fluctuation of the
engine
from being
transmitted to the transmission gears. Its hub is
FIG.
1-8—CLUTCH
RELEASE
ACTION

1—
Pressure
Plate 5—Engine
Crankshaft

2—
Throwout
Bearing
6—Pilot
Bearing

3—
Pivot
Point
7—Flywheel

4—
Clutch
Fork
8—Driven
Plate
driven
through torsional coil springs; additional

frictional
dampening is supplied by molded
fric-

tional washers.

1-11.
Clutch
Removal

a.
Remove transmission as described in Section J. b. Remove clutch throwout bearing and pedal re­

turn
spring from clutch fork.
c. Remove flvwheel housing from engine.
d.
Disconnect clutch fork from
ball
stud by forc­
ing it toward the center of the vehicle.
e.
Mark
clutch cover and flywheel with a center

punch
so that cover can later be installed in the same position on the flywheel.
This
is necessary to

maintain
engine
balance.
f. Loosen the clutch attaching
bolts
alternately,
one
turn
at a time, to avoid distorting the clutch
cover flange, until diaphragm spring is released.
g. Support the pressure plate and cover assembly
while removing last bolts; remove pressure plate
and
driven plate from flywheel.

Caution:
Use extreme care to keep clutch driven plate clean.

h.
If it is necessary to disassemble pressure plate,
remove three drive strap-to-pressure plate
bolts
and
retracting springs. Remove pressure plate from

clutch
cover.

Note:
When disassembling,
note
position of
grooves

on
edge
of pressure plate and cover. These marks must be aligned in assembly to maintain balance.

i.
The clutch diaphragm spring and two pivot rings

are
riveted to the clutch cover. Inspect spring, rings

and
cover for excessive wear or damage. If there
is a
defect,
replace the complete cover assembly.

1-12.
Clutch
inspection

Wash
all metal parts of clutch, except release bear­
ing and driven plate, in suitable cleaning solution to remove
dirt
and grease. If solvent
seeps
into

bearing,
lubricant may be dissolved. Cleaning sol­
vent
will
also damage the facings of driven plate,
a.
Inspect friction surfaces of flywheel and pres­

sure
plate for scoring or roughness. Slight roughness
may be smoothed with fine emery cloth. If surface 229

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

J

10489

FIG.
J-2—THREE-SPEED
TRANSMISSION
— T90 1—
Main
Drive
Gear

2—
Main
Drive
Gear
Bearing
Retainer

3—
Main
Drive
Gear
Bearing
Retainer Oil
Seal
4—
Main
Drive
Gear
Snap
Ring

5—
Main
Drive
Gear
Bearing
Snap
Ring

6—
Main
Drive
Gear
Bearing
7—
Synchronizer
Shifting Plate
8—
Shift
Rail
Cap
9—
Shift
Rail—High
and Intermediate
10—
Shift
Rail
Poppet
Ball

11—
Shift
Rail
Poppet
Spring

12—
Shift
Fork—High
and Intermediate

13—
Control
Housing
14—
Control
Lever
Support
Spring

15—
Control
Lever
Housing Pin
16—
Control
Lever
Fulcrum
Ball

17—
Gear
Shift
Lever
18—
Shift
Fork—Low
and Reverse

19—
Sliding
Gear—Low
and Reverse
20—
Main
Shaft
Bearing
Adapter

21—
Main
Shaft
Bearing
22—
Main
Shaft
Washer

23—
Main
Shaft Nut
24—
Main
Shaft

25—
Idler
and Countershaft
Lock
Plate
26—
^Countershaft
Gear
Bearing
Rollers

2
7—Countershaft

28—
Countershaft
Thrust
Washer
Rear—Steel

29—
Countershaft
Thrust
Washer
Rear—Bronze

30—
Countershaft
Gears
31—
Transmission
Case

32—
Main
Shaft Second Speed
Gear
33—
Countershaft
Bearing
Spacer
34—
Synchronizer
Blocking
Ring

35—
Countershaft
Thrust
Washer
Front—Bronze

36—
Countershaft
Bearing
Washer

37—
Intermediate
and High Speed
Clutch
Sleeve

38—
Intermediate
and High
Clutch
Hub

39—
Synchronizer
Spring

40—
Intermediate
and High
Clutch
Hub
Snap
Ring

41—
Main
Shaft Pilot
Bearing
Roller

CJ-5A,
CJ-6A
models, remove the remote control

rods.

d.
Remove the set screw from the transfer case
shift lever pivot pin. Remove the pivot pin, shift

levers,
and shift lever springs. On models
CJ-5A,
and
CJ-6A
remove pivot pin cotter key and the

adjusting
rod attaching nut to remove shift lever.
See
Fig.
J-l.

e. If the vehicle is equipped with power take-off,
remove the shift lever plate screws and lift out the

lever.

f. Disconnect the front and
rear
propeller shafts
from
the transfer case, following the procedure de­

tailed
in Section
L.
Should the vehicle be equipped

with
power take-off, disconnect the transfer case end of the power take-off drive shaft.
g. Disconnect the
speedometer
cable at the transfer case.

h.
Disconnect the hand brake cable.
i.
Disconnect the clutch release cable at beilcrank
yoke end.
j.
Place
jacks
under the transmission and engine,
protecting the
engine
oil pan with a block of wood,
k.
Remove the nuts holding
rear
mounting to

frame
cross member.

I.
Remove the transfer case snubbing rubber bolt
nut at cross member.

m.
Remove
bolts
holding frame center cross mem­

ber
to frame side
rail
and remove cross member,
n.
Remove
bolts
holding transmission to flywheel
bellhousing.
o.
Force
transmission to right to
disengage
clutch
control
lever tube
ball
joint.

p.
Lower
jacks
under
engine
and transmission.

Slide
transmission and transfer case assemblies

toward
rear
of vehicle until the clutch shaft clears the flywheel housing.
q.
Lower
jack
under transmission. Remove trans­ mission and transfer case as an assembly from

under
the vehicle.

r.
For separation of the transmission and transfer
case, refer to Par. J-7. 241

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

Jl
FOUR-SPEED
TRANSMISSION

Contents

SUBJECT
PAF.

GENERAL.
Jl-1

FOUR-SPEED
TRANSMISSION
REMOVAL.
Jl-2
Four-Speed Transmission
Disassembly
.
Jl-3 Four-Speed Transmission Control Housing
Disassembly
Jl-4
Four-Speed Transmission Reassembly Jl-5
SUBJECT
PAR.
Four-Speed Transmission Control Housing
Reasse mbly Jl-6

Transfer
Case Adapter Plate Oil Seal .
.
Jl-8
Four-Speed Transmission Installation Jl-7

FOUR-SPEED
TRANSMISSION
SPECIFICATIONS.
.
.
Jl-10

SERVICE
DIAGNOSIS
Jl-9 10771

FIG.
Jl-1—FOUR-SPEED
TRANSMISSION

1—
Control
Housing Gasket
2—
Control
Housing Assembly
3— Mainshaft Assembly
4—
Thrust
Washer
5—
Thrust
Washer
6— Reverse Shifting
Shoe
7— Reverse Shifting Arm
8—
C-Washer

9— Reverse Shifting Arm Pivot
10—
O-Ring

11— Reverse Idler
Gear
Assembly
12— Snap Ring
13—
Thrust
Washer
14—
Sleeve

15— Bearing Rollers
16— Spacer
17— Reverse Idler
Gear

18— Pipe Plug
19— Countershaft Gears 20— Bearing Rollers
21— Spacer 22— Spacer
23—
Thrust
Washer

2
4
—Bellhousi ng-to-Transmission Adapter Plate
25— Bearing Retainer
26— Bearing Retainer Bolt
27— Bearing Retainer Lockwasher
28— Bearing Retainer Gasket
29—
Main
Drive
Gear

30— Bearing Rollers 31— Transmission Case
32— Adapter Plate Lockwasher
33— Adapter Plate Capscrew
34— Side Opening Cover Gasket
35— Side Opening Cover Bolt
36— Side Opening Cover Lockwasher
37— Side Opening Cover 38— Countershaft
39— Shifting Arm Pivot Taper Pin
40— Bearing
41— Snap Ring
42—
Oil
Seal 43— Spacer
44— Reverse-Idler
Gear
Shaft 45—
Lock
Plate
46—
Lock
Plate Lockwasher
47—
Lock
Plate Bolt
48— Gasket
49— Adapter Plate 50— Adapter Plate Lockwasher
51— Adapter Plate Bolt
52— Cotter Key
53— Nut 54— Washer
55— Gasket 259

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

Jl
necessity for assembly, one should be made at this
time to assist on disassembly. One can be made by
using a \Y%N [2,86 cm.] diameter steel rod cut to

9.850*
{25,02
cm.] long.
Break
sharp
edges
with a
mill
file.) Keep the dummy shaft in contact with
the countershaft at all times to prevent dropping
the bearing rollers or thrust washers,

z.
With
the dummy shaft in position, place the
transmission
case on its side and carefully
roll
the countershaft gear cluster out of the case,

aa.
Complete the disassembly by removing the dummy shaft, thrust washers, four
sets
of bearing
rollers,
and spacers.

bb.
To disassemble the reverse idler gear assembly,
remove one of the snap rings and tap out the

washers,
both
sets
of bearing rollers, center spacer,
and
sleeve.
Remove the remaining snap
ring.

J1-4.
4-Speed
Transmission
Control
Housing
Disassembly

•
Refer to Fig. Jl-5.

The
gearshift lever, spring, and spring seat were previously removed for removal of the transmission

from
the vehicle.

a.
Remove the lock pins from the gearshift forks

and
gearshift rod ends. Remove the expansion plugs
from
the front and
rear
of the gearshift lever base. Remove back-up light switch.

b.
Remove the center (third and high) gearshift

rod
first. Drive this gearshift rod out the
rear

of the gearshift lever base. As the gearshift rod is
withdrawn
from the center section of the gearshift base, remove the interlock pin from the cross­
over
hole
in the gearshift rod. Before the gearshift
rod
is removed from the center section of the gear­
shift base, place a finger over the
hole
to prevent

loss
of the
ball
and spring.
Then
remove the rod.

c»
Remove the low- and second-speed gearshift rod
in
the same manner.

d.
Remove the gearshift rod lock balls and springs

and.
with a piece of
wire,
push the two gearshift rod
interlock
plungers out of the pockets in the center
section of the gearshift base.

In
the reverse gearshift rod end is a spring-loaded
plunger which prevents the
driver
from accidentally
shifting into reverse gear. Should this part require
servicing,
proceed as follows:
Remove the cotter key from the rod end assembly

and
at the same time hold a finger over the
hole

to prevent
loss
of the spring.
Then
shake out the
spring
and
ball.
Compress the plunger and spring

until
the C-washer
groove
just clears the end of
the casting. Remove the C-washer.

J1-5.
4-speed
Transmission Reassembly •
Refer to Fig. Jl-1.
Assemble the unit in the reverse order of dis­
assembly noting the following points:

a.
Assemble the countershaft assembly with the
fabricated
dummy shaft. The bronze front thrust

washer
and the steel backed bronze
rear
thrust
washer
should be coated with stiff lubricant and
installed
with the lugs
engaged
in the notches

in
the end of the gear cluster. Place the assembly
in
the transmission case and install the counter­
shaft from the
rear,
keeping the countershaft and
dummy shaft in contact to prevent dropping

bearing
rollers or washers. Tap the countershaft
lightly into position in the front of the case but
do not seat it until the reverse idler gear assembly

and
shaft have been installed in the case.

b.
Install
the reverse idler gear shaft in the case

until
the lock plate slot is adjacent to the slot in
the countershaft. Insert the lock plate in the
slots

of the shafts making sure the plate ends are square

with
the slots.
Install
the lock plate screw and
lockwasher
to act as a pilot while tapping the
shafts alternately into position in the case. Tighten
the lock plate screw securely.

c.
Begin assembly of the second speed synchronizer assembly (see
Fig.
Jl-6) by installing the low-and
-

second-speed clutch hub in the low-and-second-
speed gear.
Install
the retaining ring in the speed gear.
Install
the retaining ring in the low and
FIG.
Jl
-6—ASSEMBLING
SECOND-SPEED

SYNCHRONIZER
1—
Low
and Second
Clutch
Gear

2—
Ball

3—
Low
and Second
Clutch
Hub
4—
Shifting
Plate
second speed gear. Slide the hub out of the gear

in
the direction
opposite
the shift fork
groove

until
the
holes
in the hub are clear of the gear.
Install
the shifter plates and springs. Push the
hub back into the gear until the springs touch the

internal
teeth
of the gear. Push one of the shifter
plates toward the center of the gear while installing

ball.
See
Fig.
Jl-6 .
This
will
hold the
ball
in position.
Install
the other two balls in the same manner.

Be
careful when rotating the assembly to prevent the hub from slipping out of the gear. When the

balls
are installed, push the hub into the gear

until
the balls snap into the neutral position.

d.
Assemble the
direct
-
and
-
third
synchronizer as­
sembly in accordance with the instructions given

in
Section J, Par.
J-lle.

e.
Start
assembly of the mainshaft assembly by 263

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

ft
TRANSFER CASE

Contents

SUBJECT
PAR.

GENERAL
. . .K-1

TRANSFER CASE REMOVAL
K-2
TRANSFER CASE DISASSEMBLY
K-3
Front
Bearing Cap K-4

Rear
Bearing Cap K-5

TRANSFER CASE REASSEMBLY.
. .K-6

TRANSFER CASE INSTALLATION
K-7
TRANSFER CASE LINKAGE
ADJUSTMENT
K-8

SERVICE
DIAGNOSIS
K-9

SPECIFICATIONS
.K-10

K-1. GENERAL
All
4-wheel-drive models are equipped with a
transfer
case to connect the power to the front
axle.
It is essentially a
two-speed
transmission
located at the
rear
of the standard transmission
and
provides a low and direct gear.

The
transfer case gears are controlled by the
driver

through
one shift lever.
Early
'Jeep'
Universal
Models with the F4-134
Hurricane
engine
are equipped with two transfer case shift control levers.

a.
On vehicles equipped with one transfer case

shift
lever, the transfer case shift lever has four
positions: 2WD
High,
4WD
High,
Neutral, and
4WD
low. The forward position of the lever 2WD

High
allows the
rear
wheels only to drive. The

first
rear
position (4WD High)
engages
the 4- wheel drive and provides high range 4-wheel drive.

The
second
rear
position (Neutral)
disengages
all power to the wheels and is used for stationary
power take-off operations. The last
rear
position
(4WD
Low) provides low range 4-wheel drive.

b.
On vehicles equipped with two transfer case

shift
levers, the transfer case front axle drive lever (left hand lever)
gives
a choice of 2-wheel or 4-
wheel drive. In the forward (out) position the
vehicle is in 2-wheel drive. Move the lever to the

rear
(in) position for 4-wheel drive operation.
The
4-wheel-drive
auxiliary-range
shift lever (right

hand
lever) has three positions; low, neutral, and
high.
The forward position (low)
gives
low-range
4-wheel drive. The center position (neutral) dis­
engages
all power to the wheels and is used for

stationary
power take-off operations. A built-in in­

terlock
prevents shifting into low range, 2-wheel
drive.
This
feature protects the
rear
axle from over­

load.
K-2.
Removal of
Transfer
Case

The
transfer case may be removed from the vehicle
without removing the transmission. Where both

transmission
and transfer case are to be removed
together,
refer to Section J. To remove only the

transfer
case from the vehicle, proceed as follows:

a.
Drain
transmission
and transfer case and replace

drain
plugs.

b.
Disconnect the brake cable.

c.
Disconnect front and
rear
propeller shafts at
the transfer case. See "Propeller Shafts and
Uni­
versal
Joints."

d.
Disconnect
speedometer
cable at transfer case. e. Disconnect the transfer case shift levers. On
vehicles equipped with two shift levers
loosen

set screw and remove pivot pin. Use a screw
driver

to pry shift lever springs away from shift levers.
Lift
levers from transfer case. On models equipped

with
a single shift lever remove pivot pin cotter

key,
and the adjusting rod attaching nut to remove

shift
lever. See Fig. K-4.
f. Remove cover plate on
rear
face of transfer case.

Remove
cotter key, nut and washer from trans­

mission
main shaft.
g. If possible, at this point remove the transfer case main drive gear from the transmission main

shaft.
If not possible, see
step
j below.

h.
Remove transfer case torque reaction support

bracket
bolt and nut.

i.
Remove transmission to transfer case bolts.
j.
Remove transfer case. If the transfer case main

drive
gear has not been removed in
step
g above,
proceed as follows:
Brace
the end of the trans­

mission
main shaft so that it cannot
move
in the
transmission,
pull
the transfer case to the
rear
to 267

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

M
FIG.
M-12—FRONT
AXLE—EARLY
MODEL
DJ-5, DJ-6
1— Outer Bearing Cone and Rollers
2— Outer Bearing Race
3—
Inner
Bearing Cone and Rollers
4—
Inner
Bearing Race 5— -Wheel Brake Cylinder
6— Bleeder Screw 7— Upper Expansion Plug
8— Steering Knuckle Pin
9— Steering Knuckle Bushing
10—
Lubrication
Fitting Opening
11—
Front
Axle I-Beam 12— Steering Knuckle Pin Bearing 13—
Brake
Backing Plate
14—
Brake
Drum 15—
Brake
Shoe

16— Wheel Hub Bolt
17— Spindle
18—
Front
Wheel Hub
19— Spindle Nut
d. Disconnect the shock absorbers at the axle

mounting
pads.
e. Disconnect the brake hydraulic
hoses
at the
connections
between
front brake
lines
and
flexible
hoses.

f. Support the axle assembly on a jack, ready for removal. g. On
vehicles
with the springs slung over the axle,

remove
the
nuts
from the spring to axle U-bolt clips,

remove
the spring clip
plates,
and slide the axle as­

sembly
from underneath the vehicle.

On
vehicles
with the springs slung under the axle,
remove
the
nuts
from the spring clips and
remove

the spring clip
plates.
Then
disconnect
the spring

FIG.
M-13—FRONT
AXLE, LATE
MODEL
DJ-5, DJ-6
1— Steering Knuckle
2— Steering Knuckle Bushing
3—
Key

4— Steering Arm
5—
Lock
Spring
6—
Oil
Seal Retainer 7—
Oil
Seal
8—
Tapered
Pin
9— Dust Cover
10— Nut
11— Cotter Pin
12— Tie
Rod
13— Axle Tube 14— Plug
15— Steering Knuckle Pin
16—
Shim

17—
Thrust
Bearing
18— Bolt
19— Nut 20— Nut
21— Cotter Pin 11660
283

FIG.
N-3—SEMIFLOATING REAR
AXLE
—
TAPERED SHAFT

1— Differential Bearing Cup
2— Differential Bearing Cone and Rollers
3— Shims
4— Differential Case 5—
Ring
Gear and Pinion
6— Pinion Inner Bearing Cone and Rollers
7— Pinion Inner Bearing Cup
8— Pinion Shims
9— Axle
Housing

10— Pinion Outer Bearing Cup
11— Pinion Outer Bearing Cone and Rollers 12—
Oil
Slinger
13— Gasket
14— Pinion Oil Seal
15— Dust Shield
16— Yoke
17—
Flat
Washer
18— Pinion Nut 19— Wheel Bearing Shims
20— Bearing Cup
21— Bearing Cone and Rollers
22—
Oil
Seal 23—
Thrust
Washer
24— Differential Pinion Gears
25—
Thrust
Washer
26— Axle Shaft 27—
Thrust
Block
28— Gasket 29—
—Housing
Cover
30— —Screw and Lock Washer
31—
Filler
Plug 32— Differential Shaft
33—
Lock
Pin
34—
Ring
Gear Screw

c.
Remove the axle shaft cotter pin, castle nut,

and
flat washer.

d.
Back
off on brake adjustment eccentric.
FIG.
N-4—WHEEL
HUB
PULLER
e. Use Wheel Hub Puller C-319 to remove the
wheel hub as shown in Fig. N-4.
f. Remove the screws attaching the brake dust
protector, grease and bearing retainers, brake as­
sembly, and shim to the housing.
g. Remove the hydraulic line from the brake as­ sembly.

h.
Remove the dust shield and oil seal.

i.
Using Tool C-637 and Adapter Tool SP-342,
remove the axle shaft bearing cone, roller, and cup
as shown in Fig. N-5.

j.
Should an axle shaft be broken, the inner end

can
usually be drawn out of the housing with a

wire
loop
after the outer oil seal is removed. How­ ever, if the broken end is
less
than 8" [20,3 cm.]
long it
will
usually be necessary to remove the

differential
assembly.

To
remove the bearing from an axle shaft, use

Combination
Bearing Puller W-104-B shown in
Fig.
N-6.
Installation
is the reverse of removal.

Note:
Place the hub and drum on the axle shaft
taper and then insert the axle shaft key in the
keyway.
Never install the key in the keyway before

placing
the hub and drum assembly on the axle
shaft
Further,
be sure that the axle shaft nut is torqued to a minimum of 150 lb-ft. [21 kg-m.j. 288

m

REAR AXLE
c. Attach the brake line
hose
at tee fitting on top
of housing.

d.
Attach parking brake cables at rear of brake
backing plate. DJ
models
only.
e. Connect the shock absorbers at the axle mount­
ing pads.
f. Connect the propeller shaft at the rear universal
joint.
g. Adjust and bleed brakes. (See Section P).

h.
Install
wheels
and lower vehicle to floor.
i.
Check parking brake as described in Section P.

j.
Fill
the axle housing with the proper lubricant.

For
correct lubricant refer to the
Lubrication
Chart.

N-34.
TROUBLE
SHOOTING

The
following problems can be present with either the conventional differential,
Powr-Lok
or
Trac-
Lok
differential.
N-35. Backlash

Excessive
backlash in the vehicle drive line may be the results of
excessive
backlash in the trans­
mission, propeller shaft spline, universal joint, ring gear and pinion, the axle shaft spline, or the dif­
ferential.
Excessive
backlash in the differential may be meas­

ured
as follows:
a.
Jack
up one rear wheel.
b. Put the transmission in gear.
c. Measure the travel of the jacked-up wheel on
a
10"
[25,40
cm.] radius from the wheel center.

This
total
movement
should not
exceed
IVi" [3,17 cm.] in a new unit. In order to restrict the

backlash
to the axles only, make sure that the
yoke of the propeller shaft
does
not
move
during
the check.

d.
If all causes of backlash mentioned
above
have

been
eliminated with the exception of the differen­

tial
and that still
exceeds
the maximum allowable
movement, overhaul the differential.
N-36.
Rear
Wheel
Noise

Looseness of the rear axle shaft nut on semifloat- ing tapered rear axles may produce a clicking or
creaking
noise.
This
noise
can usually be
stopped

by torquing the wheel hub nut 150 to 175 lb-ft. [20,7 a 24,2 kg-m.]. If the condition has continued
for
some
time, slight wear may have resulted allow­
ing the
noise
to persist. In this case, coat the hub,
key, and keyway on tapered axle shafts with white
lead and torque the nut as specified. If the
noise
persists after this treatment, replace the worn parts.

N-37.
SERVICE DIAGNOSIS

SYMPTOMS

Axle
Noisy on Pull and
Coast
Excessive
Back
Lash
Bevel
Gear
and Pinion. . . . . Adjust

End
Play Pinion Shaft Adjust

Worn
Pinion Shaft Bearing Adjust
Pinion
Set too Deep in Bevel
Gear
too Tight..... Adjust

Wrong
Lubricant
Being Used
(Powr-Lok
or
Trac-Lok
Differential) . Replace

Axle
Noisy on
Pull
Pinion
and Bevel
Gear
Improperly Adjusted Adjust

Pinion
Bearings Rough....................... Adjust

Pinion
Bearings Loose Adjust

Axle
Noisy on Coast
Excessive
Back
Lash
in Bevel
Gear
and Pinion. . . Adjust

End
Play in Pinion Shaft. . Adjust

Improper
Tooth Contact.
....................
Adjust
Rough Bearings Replace

Back
Lash
Worn
Differential Pinion
Gear
Washers Adjust
Excessive
Back
Lash
in Bevel
Gear
and Pinion. . . Adjust

Worn
Universal Joints Replace
PROBABLE REMEDY

310

Q

WHEELS
FIG.
Q-2—FRONT
WHEEL

ATTACHING
PARTS —
2-WHEEL-DRIVE

1—
Steering
Knuckle

2—
Brake

3— Hub
Grease
Seal
4—
Inner
Bearing
Cone

5—
Inner
Bearing
Cup
6—
Hub
and
Drum

7—
Outer
Bearing
Cup
8—
Outer
Bearing
Cone
9—
Tongued
Washer

10— Nut
11—
Cotter
Pin

12—
Grease
Cap

13— Nut
14—
Lockwasher
15—
Bolt
j
10703
is ir 10730
FIG.
Q-3—REAR
WHEEL
ATTACHING PARTS —
4-WHEEL-DRIVE
TAPERED
AXLE

1—
Oil
Seal

2—
Cone
and
Rollers

3— Cup
4—
Shims
5—
Bearing
Retainer
6—
Brake
Backing
Plate
7—
Gasket

8—
Grease
Retainer

9—
Grease
Protector

10—Bolt
11— Hub
and
Drum

12—
Shaft
Key

13—
Washer

14—
Nut
15—
Cotter
Pin
Ifi—Hub
Cap

17—Nut

18—
Ixick
Washer

19—Bolt

FIG.
Q-4—REAR
WHEEL

ATTACHING
PARTS —
2-WHEEL-
DRIVE-TAPERED
AXLE

1—
Oil
Seal

2—
Bearing
Cone

3—
Bearing
Cup
4—
Shim
Set
5—
Retainer
and
Seal

6—
Brake
7—
Nut

8—
Hub
and
Drum

9—
Axle
Shaft Key

10—
Washer

11— Nut
12—
Cotter
Pin
13—
Lockwasher

14—
Bolt

recommended with the exception that
rear
wheels

on vehicles having
Trac-Lok
or
Powr-Lok
axles
should always be removed for balancing.

Q-3. WHEEL
BEARING
SERVICE

Adjustment
of the wheel bearings is
critical
be­ cause it establishes the running clearance of the wheel bearings. Wheel bearing adjustment that is
too
tight
preloads the bearings and causes them
to run hot. Loose wheel bearings permit the drum hub to shift its position on the bearings as thrust loads
vary
with acceleration,
braking,
and cornering.

Loose
bearings also cause
erratic
braking.
To check
the wheel bearings for adjustment, brakes must
be free and in fully released position. 336