JEEP CJ 1953 Service Manual
Manufacturer: JEEP, Model Year: 1953, Model line: CJ, Model: JEEP CJ 1953Pages: 376, PDF Size: 19.96 MB
Page 221 of 376
'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL
H
H-151.
SERVICE
DIAGNOSIS—Continued
SYMPTOMS PROBABLE
REMEDY
Generator:
(continued)
Fails
To Charge-Open Charging Circuit Correct
Sticking Brushes Repair or Replace
Dirty
or Burned Commutator ... Clean Commutator
Grounded Commutator Replace
Open Circuit in Field Replace
Weak Soldering on Armature. . . Repair Grounded Wiring Repair
Defective
Regulator. .. Replace Regulator
Too High Charging Rate— Regulator Improperly Adjusted Adjust or Replace
Short in Armature Replace Grounded Field-to-regulator Wire Correct
Shorted
Cell
in Battery... Replace Battery
Starting
Motor: Slow Starter Speed— Discharged Battery or Shorted
Cell
Recharge or Repair
Ground
Strap Engine to Frame. Clean Terminals and Tighten
Loose or Dirty Terminals Clean and Tighten
Dirty
Commutator Clean with No. 00 Sandpaper
Worn
Out Brushes Install New Brushes
Weak Brush Spring Tension Replace
Worn
Bearings Replace Burned Starter Switch Contacts Replace Switch
Will
Not
Turn
Engine— Open Circuit at Starter Correct
Solenoid
Open or Stuck Replace
Solenoid
Starter Switch
Defective
Replace Switch
Starter Drive Broken or Stuck. Repair or Replace
Battery Discharged Recharge Battery
Distributor:
Hard
Starting— Distributor
Points
Burned or Pitted Clean
Points
or Replace (Adjust)
Breaker
Arm Stuck on Pivot Pin...... . ... . . . Clean and Lubricate
Breaker
Arm Spring Weak Replace
Points
Improperly Adjusted Adjust
Spark
Plug
Points
Improperly Set Adjust
Spark
Plug Wire Terminals in Distributor
Cap
Corroded Clean
Loose Terminals Check Circuit
Loose or Dirty Terminals on Ground Strap— Engine to Frame. Clean and Tighten
Condenser Faulty Replace Improper Ignition Timing Set Timing
Lights:
Burn
Dim— Loose or Dirty Terminals....... ........ Clean and Tighten
Leak
in Wires. Check Entire Circuit for Broken Insulation
Poor Switch Contact Install New Switch Poor Ground Connection Clean and Tighten
Aim
Headlamp Beams. Use Aiming
Chart
221
Page 222 of 376
H
ELECTRICAL
SYSTEM
H-151.
SERVICE
DIAGNOSIS—Continued
SYMPTOMS
PROBABLE REMEDY
Horn
Fails
to Sound:
Broken
or Loose
Electrical
Connection Check Wiring and Connections at Horn Button and
Battery—Clean
and Tighten
Battery Low or Dead Check Battery Contact Points Burned or Broken Off. Replace Parts Necessary
Horn
Sounds Unsatisfactory Tone: Poor
Electrical
Connection Check Connections at Horn, Horn Button, Battery Battery Low Check with Hydrometer Loose Cover and Bracket Screws Tighten Bracket Bolts at Horn
Voltage at Horn too High or too Low Check with Voltmeter 222
Page 223 of 376
'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL
H
H-152.
ELECTRICAL
SPECIFICATIONS
MODEL HURRICANE
F4 ENGINE DAUNTLESS
V-6
ENGINE
BATTERY:
Make
Model Hour Rating.
Voltage
Terminal
Ground
SPECIFIC
GRAVITY:
Fully
Charged
Recharged At
Location
GENERATOR:
Make.
Model
Ground
Polarity
Controlled Output
Control
Armature End Play
Brushes
Brush
Spring Tension
REGULATOR:
Make
Model:
For
GJP
7202,
GJP
7402A
Type
Cutout Relay: Closing
Voltage
@
Generator rpm..........
Reverse Current to Open.
Regulated
Voltage
Regulated Current
ALTERNATOR:
Make
Model
Ground
Polarity
Rated Output
Rated Field
Coil
Draw
At
70°F.
and
10-volt
Capacitor Capacity
REGULATOR:
Make
Model
Type
STARTING
MOTOR:
Make
Model
Brush
Spring Tension
LOCK
TEST:
Temperature
Amp.
(Max.)
Volt
Stall
Torque (Min.)
NO LOAD TEST:
Tempesature
Amp.
(Max.)
Volt
Rpm.
(Min.)
DRIVE:
Type
COIL:
Make.
Model
Primary
Resistance Secondary Resistance
Prestolite
HS
11-50
50 Ampere-hour
12-volts
Negative
1.260
1.225
Engine Compartment- Right Rear
Prestolite
GJP-7402A
Negative
35 amp.
CV
Regulator .003" to .010"
[0,076
a 0,25 mm.] 2
18 to 36 oz.
[510 a 1020 gr.]
Prestolite
VBO-4201E-4A
Vibrator
12.6 to 13.6 @ 1325 3 to 5 amp. 14.2 to 14.4
36 amp. max.
Motorola
A12 NW 526
Negative
35 amp.
1.7 to 2.3 amp. .1 mfd.
Motorola
R-2-K-1
Transistor
Prestolite
MDU-7004
32 to 40 oz. [907 a 1134 gr.]
70°F.
[21°C] 295 4
6 lb-ft. [0,83
kg-m.]
70°F.
[21°C.;
50
10
5300
Bendix Folo-Thru
Prestolite
200691
3.9 to 4.2
ohms
9400
to
11,700
ohms
Prestolite
HS
11-50
50 Ampere-hour
12-volts
Negative
1.260
1.225
Engine Compartment- Right Rear
Prestolite
GJP-7402A
Negative
35 amp.
CV
Regulator .003" to .010"
[0,076
a 0,25 mm.] 2
18 to 36 oz.
[510 a 1020 gr.]
Prestolite
VBO-4201E-4A
Vibrator
12.6 to 13.6 @ 1325 3 to 5 amp. 14.2 to 14.4
36 amp. max.
Motorola
A12 NW 528
Negative
35 amp.
1.7 to 2.3 amp. .1 mfd.
Motorola
R-2-K-1
Transistor
Delco-Remy
1107391,
1108366,
1108375
32 to 40 oz. [907 a 1134 gr.]
Not Applicable Not Applicable
70°F.
[21°C] 75
10.6
6200
Overrunning Clutch Delco-Remy
1115247
1.28 to 1.42
ohms
7200
to
9500
ohms
Prestolite
MHA-7008
32 to 40 oz. [907 a 1134 gr.]
70°F.
[21°C] 200 4
3 lb-ft. [0,41
kg-m.]
70°F.
[21°C] 43
10.0
9000
Bendix Folo-Thru
Prestolite
201700
4.25 to 4.60
ohms
5200
to 6100
ohms
223
Page 224 of 376
H
ELECTRICAL
SYSTEM
H-152.
ELECTRICAL
SPECIFICATIONS—Continued
HURRICANE DAUNTLESS
V-6
DAUNTLESS
V-6 ENGINE
MODEL -
F4
ENGINE
ENGINE
LATE
MODELS
EARLY
MODELS
IGNITION
COIL
BALLAST
]Make Delco-Remy
Prestolite Prestolite
Model
None
1957154
PU
5003
PU
5003
Ohms • • 1.80 @
80°F.
.495 - .605 @
75°F.
.495 - .605 @
75°F.
1.80 @
80°F.
.638 - .835 @
212°F.
.638 - .835 @
212°F.
DISTRIBUTOR:
Prestolite Delco-Remy Prestolite Prestolite
Model
•
(a)
LAY
4012, 4401
1110376
I
AT
4501 or
IAT
4502A
(b)
I
AY
4401A, 44011
IAT
4502
Breaker
Point Gap (b)
.020"
[0,508
mm.] .016"
[0,406
mm.] .016"
[0,406
mm.]
.016"
[0,406
mm.]
Breaker
Arm Tension. ..... 17 to 20 oz.
19 to 23 oz. 17 to 22 oz. 17 to 22 oz.
[482 a 567 gr.] [538 a 652 gr.] [482 a 624 gr.]
[482 a 624 gr.]
42° 29°
to 31°
29°
±3°
29°
±3°
Max.
Auto Advance
(Crankshaft
Degrees) •(a)
11°
@ 1,700 rpm.
13°
to
15°
at 1,950 rpm.
16°
@ 1,800 rpm.
21°
(2 1,800 rpm.
(Crankshaft
Degrees)
(b)
13.5°
@ 1,700 rpm.
26°
@
4200
rpm.
32°
@
4200
rpm.
Max.
Vac. Advance go
(Distributor Degrees)., . .
None
8° 8°
go
Condenser Capacity. . .25 to .28 mfd. .18 to .23 mfd. .25 to .28 mfd. .25 to .28 mfd.
TIMING:
Crankshaft
See
Note
See
Note
See
Note
See
Note
Mark
Location............
Crankshaft
Pulley
Crankshaft
Pulley
Crankshaft
Pulley
Csankshaft
Pulley
Firing
Order
1-3-4-2
1-6-5-4-3-2
1-6-5-4-3-2 1-6-5-4-3-2
SPARK PLUGS:
Make
Champion
A.C. A.C.
or Champion
A.C.
or Champion
J8
44S
44S or UJ 12Y 44S or UJ 12Y
Thread
14 mm.
14 mm. 14 mm. 14 mm.
Thread
Reach
Vz"
[9,47 mm.]
%"
[9,47 mm.]
¥%"
[9,47 mm.]
V8" [9,47 mm.]
Gap
.030"
[0,762
mm.]
.035"
[0,900
mm.] .035"
[0,900
mm.] .035"
[0,900
mm.|
LAMP BULB TRADE
NUMBERS:
Headlight 6012
6012 6012 6012
Parking
and Directional Signals. 1157NA
1157NA 1157NA 1157NA
License
Plate Light........ 1155
1155 1155 1155
Marker
and Reflector 194
194 194 194
INDICATOR LIGHTS:
57 57 57 57
Directional Signals........ 57
57 57 57
Charge
57
57 57 57
57 57 57 57
1156 1156 1156 1156
Instrument Cluster 57 57 57 57
Warning
— 4 Way Flasher. . 57
57 57 57
Brake
Warning Light 57
57 57 57
FUSE
DATA:
Heater 9 amp. 9 amp. 9 amp. 9 amp.
Backup
14 amp. 14 amp. 14 amp. 14 amp.
WS/Wiper.
14 amp. 14 amp. 14 amp. 14 amp.
Directional Signal 9 amp. 9 amp. 9 amp. 9 amp.
4-Way Flasher 14 amp. 14 amp. 14 amp. 14 amp.
Brake
Warning Light 9 amp. 9 amp. 9 map. 9 amp.
FLASHER
DATA:
Directional Signals. 144
144 144 144
Hazzard
Warning. 170
170 170 170
NOTE:
0°
T.D.C.
on Distributor
models
IAY 4401A, IAY 4401B, IAT 4502A.
NOTE:
5°
B.T.C.
on Distributor
models
IAY 4012, IAY 4401, IAT 4501, IAT 4502,
1110376.
224
Page 225 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
CLUTCH
Contents
SUBJECT
PAR.
GENERAL
.1-1
Clutch
Maintenance 1-2
Clutch
Pedal Linkage and Adjustment.... 1-3
Pilot Bushing Inspection and
Replacement 1-8
CLUTCH
—HURRICANE
F4
ENGINE.
. . .1-4
Clutch
Removal. 1-5
Clutch
Pressure Plate and Disc Inspection.
.
1-6
Clutch
Pressure Plate Adjustment 1-7
Clutch
Installation 1-9
CLUTCH
—DAUNTLESS
V-6
ENGINE,
DIAPHRAGM
SPRING
TYPE
1-10
Clutch
Removal.
........
.1-11
Clutch
Inspection, Diaphragm Spring Type. . 1-12
Clutch
Installation 1-27
SUBJECT
PAR.
SERVICING COIL
SPRING
TYPE CLUTCH
. .1-13 Pressure Plate Adjustment. 1-14
Pressure Plate Disassembly. . . . . 1-15
Inspection of Parts 1-16 thru 1-20 Pressure Plate Reassembly. . . . .1-21 thru 1-23
Clutch
Lever Adjustment 1-24
Clutch
Fitxure . .1-26
CLUTCH
THROWOUT
RELEASE
BEARING
1-25
SERVICE
DIAGNOSIS
1-28
CLUTCH
SPECIFICATIONS
1-29
CLUTCH
ADJUSTING
FIXTURE
DATA
1-30
FIG.
I-1—CLUTCH
LINKAGE AND
ADJUSTMENT,
CROSS
SHAFT
TUBE
AND
LEVER
TYPE
1—
Clutch
Release Bearing
2—
Carrier
Spring
3—
Bracket
4— Dust Seal 5—
Ball
Stud 6—
Pad
7— Retainer
8—
Control
Tube Spring
9—
Control
Lever and Tube
10—
Ball
Stud and Bracket
11—
Frame
Bracket
12—
Ball
Stud Nut 13—
Yoke
Lock
Nut
14— Adjusting Yoke
15— Bolt
16— Pedal Release Rod
17— Pedal Clamp Bolt 18—
Control
Cable
19—
Clutch
Pedal
20— Screw and Lockwasher
21—
Draft
Pad 22— Pedal Pad and Shank
23— Retracting Spring
24— Pedal to Shaft Key 25— Washer
26— Pedal Shaft
27— Master Cylinder Tie Bar
28—
Control
Lever
29— Bearing
Carrier
10734
225
Page 226 of 376
![JEEP CJ 1953 Service Manual
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](/img/16/57040/w960_57040-225.png "JEEP CJ 1953 Service Manual
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")
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
Page 227 of 376
![JEEP CJ 1953 Service Manual
Jeep
UNIVERSAL SERIES SERVICE
MANUAL
The
correct distance should be 10%"
[26,04
cm.].
If
the length of the clutch release pedal rod is
other than
10
W
[26,04
cm.], the vheicle is eq](/img/16/57040/w960_57040-226.png "JEEP CJ 1953 Service Manual
Jeep
UNIVERSAL SERIES SERVICE
MANUAL
The
correct distance should be 10%\"
[26,04
cm.].
If
the length of the clutch release pedal rod is
other than
10
W
[26,04
cm.], the vheicle is eq")
'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL
The
correct distance should be 10%"
[26,04
cm.].
If
the length of the clutch release pedal rod is
other than
10
W
[26,04
cm.], the vheicle is equipped with the early
type
Clutch
Control
Lever
and
Tube Assembly, which should be removed, and^trie latest
designed
parts should be installed.
The
free pedal clearance is adjusted by lengthening
or shortening the" clutch fork cable. To make this adjustment,
loosen
the jam nut on the cable clevis
and
lengthen or shorten the cable to obtain %"
[19,05
mm.] free travel at the pedal pad, then
tighten the jam unit.
•
Clutch
Control Cable Type
Refer
to Fig. 1-2.
a.
With the clutch pedal pad against the floor
panel, (pedal up, clutch
engaged)
adjust ball ad
justing nut until slack is removed from the cable
and
the clutch throwout bearing contacts the clutch
pressure plate, release levers or diaphragm plate.
b. Back-off ball adjusting nut 2
V2
turns to obtain
approximately %"
[19,05
mm.] free travel.
Lock
hex nut.
FIG.
1-3—AUBURN
CLUTCH
ASSEMBLY —
HURRICANE F4 ENGINE 1—
Driven
Plate and Hub
2—
Pressure
Plate
3—
Pivot Pin
4—
Bracket
5—
Spring
Cup 6—
Pressure
Spring 7— Release
Lever
8—
Return
Spring
9—
Adjusting
Screw
10—
Jam
Nut 11—
Washer
Note:
Some older 'Jeep' vehicles may
develop
side
movement
of the clutch and brake pedals resulting
from wear of the pedals, shafts, and bushings. One way to
compensate
for this wear is to install a pedal
slack
adjuster kit 1-4.
CLUTCH
—
HURRICANE
F4
ENGINE
•
Auburn
Vehicles equipped with the Hurricane F4
engine
have a 9.25" [23,4 cm.] driven plate. The auburn clutch driving (pressure) plate assembly (Fig. 1-3)
has three pressure springs and three levers or
fingers.
1-5.
Clutch
Removal
When
necessary to remove the clutch,
follow
the procedures outlined in Section J for the removal
of the transmission and transfer case from the vehicle. Then remove the flywheel housing and use
the following procedures for removing the clutch assembly.
Note:
The F4
engine
may be removed from the
vehicle when inspecting or replacing the clutch.
Refer
to Section D for Hurricane F4
engine
removal and then
follow
the instructions given
below
to remove the clutch assembly.
a.
Mark
the clutch pressure plate and
engine
fly
wheel with a center punch so the clutch assembly
may be installed in the same position after adjust
ments
or replacement are completed.
b. Remove the clutch pressure plate bracket
bolts
equally, a little at a time, to prevent distortion and
to relieve the clutch springs evenly.
c. Remove the pressure plate assembly and driven
plate from the flywheel.
1-6.
Clutch
Pressure Plate and Disc Inspection
Inspect the pressure plate face for
cracks,
chips,
and
warpage.
Check
the pressure plate levers for
excessive
wear and the springs for breaks. If any of the
above
conditions exist, the
complete
pressure
plate must be replaced.
Check
the clutch disc for
excessive
wear,
loose
or damaged facings, broken
vibration damper springs and evidence of grease
or oil. If any of the
above
conditions exist, replace
the clutch disc.
1-7.
Clutch
Pressure Plate Adjustment —
Auburn
The
clutch pressure plate must be checked
before
installing a new or reconditioned clutch. The proper 11339
FIG.
1-4—CHECKING
AUBURN
CLUTCH
LEVER
ADJUSTMENT
1— Adjustment Gauge
2—
Fixture
Mounting Bolt
3—
Clutch
Fixture
227
Page 228 of 376
CLUTCH
©—*
11378
FIG.
1-5—ADJUSTING
AUBURN
CLUTCH
LEVERS
1—
Gauge
5—Mounting Bolt
2—
Clutch
Lever
6—Clutch
Pressure
Plate
3—
Adjusting
Screw
7—Thickness
Spacer
4—
Locknut
8—Clutch
Adjusting
Fixture
spacer thickness and
gauge
length is listed in
Par.
1-30. Use
Clutch
Adjusting Fixture W-296
and
proceed as follows:
a.
Place the thickness spacers
between
the pressure
plate face and clutch adjusting fixture. Locate the spacers under the pressure plate levers and at the
center of the pressure plate face, see Fig. 1-5.
b. With the spacers properly installed, bolt the
pressure plate to the adjusting fixture.
Draw
the
bolts
down evenly a little at a time until they are
tight.
c. Using the proper
gauge
length check the lever adjustment as shown in Fig. 1-4.
d.
Lever
adjustment can be altered by removing
the lever clips, loosening the locknut and turning
the adjusting screw (Fig. 1-5) in or out as required.
FIG.
1-6—REMOVING
PILOT
BUSHING
1—
Flywheel
2—
Pilot
Bushing
3—
Pilot
Bushing Remover 1-8. Pilot Bushing Inspection and Replacement
•
F4 and V-6 Engine.
Inspect the transmission main shaft pilot bushing
which
is pressed into the center of the flywheel on
the Hurricane F4
engine
and in the center of the
crankshaft
on the Dauntless V-6 engine. If the bushing is worn or damaged, it should be removed,
using a pilot bushing remover. Screw the tapered end of the tool into the damaged bushing, allowing
the tool to cut its own threads until a solid grip is obtained. Insert the puller screw and rotate it
until
bushing is forced out of flywheel, Fig. 1-6 or
crankshaft.
To
install a new bushing, slide the bushing
onto
the end of a pilot bushing installing and burnishing tool and insert the bushing into flywheel or
crank
shaft. A
soft
hammer can be used against the tool
to help drive the bushing in place. When the tool
is removed (by tightening the cap and pressure
nut as shown in Fig. 1-7), the bushing
will
be
burnished
to correct size. Apply a small amount of
lubricant
to the bushing bore.
FIG.
1-7—INSTALLING
PILOT
BUSHING
1—
Pilot
Bushing
Installing
and
Burnishing
Tool
2—
Flywheel
1-9.
Clutch
Installation
a.
Inspect
Clutch
Disc
Before the clutch disc is installed, it should be
carefully
inspected for warpage. If grease or oil is evident on the friction facings, the facings should
be replaced and the cause of oil accumulation cor rected. Excessively worn facings should also be
replaced with factory recommended parts.
b. Inspect
Clutch
Release Bearing and Sleeve
The
clutch release bearing and
sleeve
are attached to the front facing of the transmission case by a
spring.
Check
the bearing and
sleeve
for evidence
of grease leaks from within the bearing or for wear
and
looseness.
Replace parts as necessary. 228
Page 229 of 376
'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
Page 230 of 376
CLUTCH
is deeply scored or grooved, the part should be
replaced.
b. Inspect driven plate for wear or damage to fac
ings,
loose
rivets, broken or
loose
torsion springs,
and
flattened cushion springs. If facings are worn
near
rivets or are oily, replace the plate assembly.
A
slight amount of oil on clutch facings
will
cause
clutch
grab and chatter; excessive oil on facings
will
cause slippage. It is not practical to remove
oil
with solvents or by buffing since oil
will
con
tinue to bleed from facing material when hot. If
oil
is found on driven plate facings, examine trans
mission drainback hole, pilot bushing,
engine
rear
main
bearing and other points of possible oil leakage. Test the fit of driven plate hub on trans
mission main drive gear for an easy sliding fit.
c. Inspect clutch release bearing for scoring or ex cessive wear on front contact face. Test for rough
ness
of balls and races by pressing and turning
front race slowly. Inspect main drive gear pilot
bushing in crankshaft. Replace bushing if it is rough or worn. Regardless of whether the old plate
or
a new plate is to be installed, check the plate
for runout. Slide the driven plate, front side first,
over the transmission main drive gear shaft so that
it
is tight on the spline. Index a
dial
indicator to the plate facing as shown in
Fig.
1-9. While holding
firmly
against front end of main drive gear, to take up play in main drive gear bearing, slowly
rotate driven plate and observe the amount of
run
out shown by indicator. If runout of front facing
exceeds
.025" [0,635 mm.], replace the plate. It
is not practical to correct excessive runout by bending. 12769
FIG.
1-9—RUNOUT
CHECK
—
CLUTCH
PLATE
1—
Front
Facing
(Flywheel
Side)
2—
Dial
Indicator
Set
d.
Check
clutch pilot bushing for excessive wear
or
damage. Replace pilot bushing, if necessary, with
special
removal and installation
tools.
(See
Figs.
1-6 and 1-7). 1-13.
SERVICING
CLUTCH
PRESSURE
PLATE
AND
DISC
—
BORG
&
BECK
V6
(Late
Models)
The
Borg & Beck clutch is a single plate, dry disk
type. It provides smooth
engagement
of
engine
power to the wheels. The clutch consists of a pres
sure
plate assembly with pressure springs and
release levers, and driven plate assembly. The
driven
plate assembly
uses
spring center vibration
neutralizes and two flexible facings.
The
clutch driven plate is spring cushioned with a facing riveted to both sides. The coil springs around
the hub absorb the power shocks and cushion the
driving
mechanism. The clutch throw-out bearing is of the
ball
type, packed at time of manufacture,
and
requires no further lubrication.
No adjustment for wear is provided in the clutch itself. An individual adjustment is built into the
clutch
cover to adjust the height of the release
levers.
This
adjusting nut is locked in position
and
should never be disturbed unless the clutch assembly has been disassembled for the replace
ment of worn parts or to correct the height of the release levers.
When
the clutch pedal is depressed (disengaged),
the release bearing is moved toward the flywheel
and
contacts the inner ends of the release levers.
Each
lever is pivoted on a floating pin which re
mains stationary in the lever and rolls across a short flat portion of the enlarged
hole
in the eye-
bolt. The outer ends of the
eyebolts
extend
through
holes
in the stamped cover and are fitted
with
adjusting nuts to secure the levers in the
correct
position. The outer ends of the release levers
engage
the pressure plate lugs by means of ful-
crums,
which provide knife-edge contact
between
the outer ends of the levers and the lugs as shown
in
Fig.
I-10. 12190
FIG.
MO—CLUTCH
LEVER
POSITIONS
A—Clutch
Engaged
B—Clutch
Disengaged 1-14.
Clutch
Pressure Plate Adjustment
The
clutch pressure plate adjustment must be
checked before installing a new or reconditioned
clutch.
The proper spacer thickness and
gage
length for a particular clutch is listed in Par. 1-30.
Use
Clutch
Adjusting
Fixture
W-296. If the W-296
fixture is not available one can be fabricated as
described in Par. 1-26. 230