transmission JEEP DJ 1953 Owner's 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 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

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

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

'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

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

CLUTCH

FIG.
1-14—LIFTING
LEVER
AND
EYEBOLT FROM PRESSURE PLATE
1—
Lever

2—
Eyebolt

3—
Fulcrum
A Pressure Plate
lever and the upper end of the
eyebolt
are as
near
together
as possible. Keep the
eyebolt
pin seated in its socket in the lever as shown in Fig.
1-13.
Lift
the fulcrum over the ridge on the end of the lever.
Lift
the lever and
eyebolt
off the
pressure plate as shown in Fig. 1-14.
1-19.
Inspect
Pressure Plate and Disc
Inspect the pressure plate to make sure that it is not cracked or scored.
Check
on a surface plate
for a warped condition, as a pressure plate out of alignment
will
result in clutch chatter.
Machin­

ing or grinding the face of a warped pressure
plate is not recommended. If a warped condition
exists, replace the pressure plate. A new plate
should be installed if the plate or cushion springs appear to be defective. The cushion springs must
not be bent out of shape or flattened.

The
clutch discs for the nine or twelve spring clutches are designed for operation with their
respective clutches. Difference in general appear­ ance of the discs may be noted in the method of
housing the six torque dampening springs and in the
hub design.

After
removal of the clutch assembly, the disc should be inspected. The presence of grease or oil
on the friction facing can cause the clutch to chatter

and
grab during
engagement
and slip at higher speeds. If this condition is evident, the facings or
disc should be replaced and the cause of oil ac­
cumulation corrected. Excessively worn facings
should be replaced. The clutch disc must be in­ stalled with the long end of the hub toward the

transmission.
1-20.
Inspect Transmission Clutch
Shaft

Slide
the clutch driven plate
onto
the transmission

clutch
shaft to make sure that it is free on the
splines. If the splines on the transmission clutch
shaft are
burred,
remove the
burrs
with a fine file or
stone.
If the movement of the clutch driven
plate is not free on the splines, the result
will
be
clutch
drag and
hard
shifting of transmission gears.
1-21.
CLUTCH
PRESSURE
PLATE ASSEMBLY AND
ADJUSTMENT

1-22. Assemble
Clutch
Levers

Prior
to assembly, apply a small amount of petro­

latum
to each slide of the pressure plate lug.

a.
Lay the pressure plate on the block in the
press.
b. Assemble a lever,
eyebolt,
and pin holding the
lever and
eyebolt
as
close
together
as possible.

With
the other hand, grasp the fulcrum as shown
in
Fig. 1-15.

c.
Insert the fulcrum in the
slots
of the pressure
plate lug.
Lower
slightly and tilt the lower
edge

until
it touches the vertical milled surface of the
lug.
Insert the lower end of the
eyebolt
in the

hole
in the pressure plate. The short end of the lever
will
then be under the hook of the lug and

near
the fulcrum.

d.
Slide the fulcrum upward in the
slots
of the

lug.
Lift
it over the ridge on the short end of the
lever and drop it into the
groove
in the lever
(Fig.
1-15).
1-23.
Assemble
Clutch
Spring and
Cover

a.
After all levers are installed, place the felt grease pads over the eyebolts.
Lubricate
pads

sparingly
with light
engine
oil.
Then
place the
clutch
pressure springs in a vertical position on
the spring
bosses.
FIG.
1-15—INSTALLING
CLUTCH LEVERS

1—
Lover

2—
Eyebolt

3—
Fulcrum

4—
Pressure
Plate
232

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

I thickness: .285"
[0,724
cm.], .305"
[0,775
cm.].

Each
spacer should be hardened and ground to size, and then have the dimensional thickness
stamped thereon.

c.
From
flat bar stock at least Vfe" [3 mm.] thick,
make a
gauge
as shown in Fig. 1-22. Harden, grind
to size, and stamp sizes on the
gauge.

1-27.
Clutch Installation

a.
Very
sparingly, apply wheel bearing lubricant
to inner surface of pilot bushing in crankshaft.

Caution:
If
excessive
lubricant is applied to pilot bushing, it
will
run out on face of flywheel when
hot and
ruin
the driven plate facings.
b. Make sure that splines in the driven plate hub
are
clean; apply a light coat of lubricant to splines
of hub and transmission drive gear shaft. Slide plate over gear shaft several times; remove plate
from shaft and wipe off
excess
lubricant.

Caution:
Driven plate facings must be kept clean

and
dry.

c.
Fill
groove
in throwout bearing collar with wheel bearing lubricant. See Fig. 1-23. Make sure
that front bearing retainer of transmission is clean;
apply a light coat of wheel bearing lubricant. Slide
throwout bearing over bearing retainer several times. Remove bearing from retainer and wipe off

excess
lubricant.

12736
FIG.
1-23—LUBRICATION
POINTS
—

CLUTCH
THROWOUT
BEARING
COLLAR

1—Coat
This
Groove 2—Pack
This
Recess
d.
Clean
and apply wheel bearing lubricant to ball
stud in flywheel housing and to the
seat
in clutch

fork.

e.
If disassembled, install pressure plate in the cover assembly, lining up the
groove
on its
edge

with the
groove
on the
edge
of the cover.
Install

pressure plate retracting springs, and the three
drive
strap-to-pressure plate
bolts
and lock washers.

Torque
bolts
11 lb-ft. [1,51 kg-m.].

Note:
The diaphragm
type
clutch assembly is fac­
tory calibrated and requires no adjustment
before
installation. Refer to Par. 1-14 to adjust Borg and

Beck
coil spring
type
clutch assembly.
f.
Install
the pressure plate and driven plate on
flywheel. Support both assemblies with a spare
main
drive gear.

Note:
Be certain that
mark
on clutch cover is
aligned with the
mark
made on the flywheel during
clutch removal.
g.
Install
clutch attaching
bolts
and tighten alter­ nately so that clutch is drawn squarely
into
position
on flywheel.
Each
bolt
must be
tightened
one turn at a time to avoid bending the clutch cover flange.

Torque
bolts
30 to 40 lb-ft. [4,1 a 5,5 kg-m.].

h.
Lubricate
the ball stud and clutch fork with
wheel bearing lubricant and install clutch fork.

Note:
Be certain that fork retaining spring is
tight

on pivot ball stud.

i.
Install
flywheel housing on
engine
cylinder
block.

Caution:
Be certain that dowel pins are installed

in
cylinder block.

j.
Lubricate
the recess on the inside of the throw-
out bearing collar. Be careful not to use too much
lubricant.
See Fig. 1-23.

Caution:
Make certain that the lips of the spring
retainer (attached to the clutch fork) are in
groove
of the bearing. See Fig. 1-24.
k.
Install
throwout bearing assembly and connect
clutch linkage.
I.
Install
transmission as described in Section J. m. Adjust clutch for %"
[19,05
mm.] free travel,
see
Par.
1-3. 235

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

I
1-28.
SERVICE
DIAGNOSIS

SYMPTOMS
PROBABLE
REMEDY

Slipping:
Improper Pedal Adjustment Adjust Pedal Free
Travel

Weak Pressure Springs Replace
Lining
Oil Soaked Install New Driven Plate
Worn
Linings or
Torn
Loose from Plate Install New Driven Plate
Burned Clutch Replace

Grabbing
or
Chattering:
Gummy or Worn Linings Install New Driven Plate
Loose Engine
Mountings
Tighten Scored or Broken Pressure Plate Install New Pressure Plate
Improper Clutch Finger Adjustment............ Readjust

Clutch
Plate Crimp or Cushion Flattened Out.... Replace Driven Plate
Dragging: Too Much Pedal Play. Adjust Improper Finger Adjustment. Readjust
Pressure Plate Binds in Bracket Adjust
Warped Pressure or Driven Plate Replace
Torn
or Loose Clutch Facing. Replace

Rattling:
Broken or Weak Return Springs in Driven Plate.. Replace

Worn
Throwout Bearing Replace
Fingers Improperly Adjusted Readjust

Worn
Driven Plate Hub of Transmission Main Gear Shaft.............. Replace
Pilot Bushings in Flywheel Worn.
.............
Replace
Pilot Bushing in Crankshaft Worn Replace
1-29.
CLUTCH
SPECIFICATIONS

ENGINE
HURRICANE
F4
DAUNTLESS
V-6

DAUNTLESS
V-6

EARLY
MODELS
LATE
MODELS

Pressure Plate;
Auburn
G.M.

Borg and Beck
Type
Single
Dry Plate
Single
Plate, Dry Disc.

Single
Plate, Dry Disc.
No. of Springs 3 Diaphragm Type

Coil
Spring Type (9)

Total
Plate Pressure 1150 lb.
[521,6
kg.]
1600 lb. [725 kg.] 1765 lb. [800 kg.]
Driven Plate Make
Auburn
or Borg & Beck
G.M.

Borg and Beck
Facings Woven
Asbestos
Woven
Asbestos

Woven
Asbestos

Diameter 9.25" [23,4 cm.] 10.4" [26,4 cm.]
10.4" [26,4 cm.]
Thickness .125" [3,17 mm.] .135" [3,38 mm.]
.135" [3,38 mm.]
Torque Capacity 216 lb-ft.
[29,87
kg-m.]
246 lb-ft.
[34.01
kg-m.]

250 lb-ft.
[34,57
kg-m]

Clutch
Release Bearing: Sealed
Ball
Bearing

.
Type Sealed
Ball
Bearing Sealed
Ball
Bearing Sealed
Ball
Bearing

.
Type
Prelubricated Prelubricated
Prelubricated

Clutch
Pilot Bushing:
In
Crankshaft

In
Flywheel
In
Crankshaft
In
Crankshaft

Material
Bronze Bronze
Bronze
Size.
I.D.
.628" [15,9 mm.]
I.D.
.592"
[18,05
mm.]

I.D.
.592"
[18,05
mm.]

Clutch
Pedal Adjustment. .. W
[19,05
mm.]
%n
[19,05
mm.]

%n
[19,05
mm.]
1-30.
CLUTCH
ADJUSTING
FIXTURE
DATA

Manufacturer Disc Diameter Spacer Thickness Gauge Length

Auburn
9j£"
[23,4 cm.]
10.4" [26,4 cm.] .285"
.305"

0,723
cm.]

0,774
cm.]
mtf
[4,9 cm.]
2.0" [5,08 cm.]

9j£"
[23,4 cm.]
10.4" [26,4 cm.] .285"
.305"

0,723
cm.]

0,774
cm.]
mtf
[4,9 cm.]
2.0" [5,08 cm.]

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

J
THREE-SPEED
TRANSMISSION

Contents

SUBJECT
PAR.

GENERAL
J-l
TRANSMISSION
SHIFTING
CONTROL.
. J-2
TRANSMISSION
REMOTE
CONTROL
ADJUSTMENT
J-3

REMOTE
CONTROL
DISASSEMBLY
J-4

REMOTE
CONTROL
REASSEMBLY.
. . . . J-5
TRANSMISSION
REMOVAL
J-6

SEPARATING
TRANSMISSION
AND
TRANSFER
CASE
J-7
SUBJECT
PAR.

DISASSEMBLY
OF
CANE
SHIFT
TRANSMISSION
J-8, J-12, J-16
Transmission
Cleaning and
Inspection J-10, J-18

Transmission
Interlocking Sleeve Inspection J-9

REASSEMBLY
OF
CANE
SHIFT
TRANSMISSION
J-ll,
J-14, J-19

SERVICE
DIAGNOSIS
J-20

TRANSMISSION
SPECIFICATIONS
J-21
J-1.
GENERAL
A
three speed synchromesh transmission is standard
equipment on all 'Jeep' Universal vehicles.
The
models T90 and T96 transmissions are used

with
the
Hurricane
F4 engine, and models
T86AA
and
T14A transmissions are used with the Daunt­
less
V-6 engine. All model transmissions are similar

in
design with exception of the T14A which is a

fully
synchronized (all forward gears) transmission

with
helical drive gears throughout.
The
transmission assembly is attached to the
rear

face of the flywheel bell housing and is supported on a rubber insulator at the frame center cross member which forms the
rear
engine
support.

All
4-wheel-drive vehicles are equipped with a
transfer
case attached to the
rear
of the trans­mission.
Transfer
case service and repair procedures

are
described in Section
K.

Models
CJ-5A,
and
CJ-6A
are equipped with the
same transmission, but with a remote control shift.
Models DJ-5 and DJ-6 are equipped with a similar

transmission,
however, the construction is
some­
what different because it is not designed to receive a transfer case for four-wheel drive.

For
DJ-5 and DJ-6 2WD vehicles, the trans­ mission repair procedures begin with Par. J-12.
J-2.
TRANSMISSION SHIFTING CONTROL
The
shift of the three-speed transmission is smooth

and
positive. The cane control lever shifts the trans­
mission gears direct from the shift control housing
mounted to the top side of the transmission housing.

The
remote control lever shifts the transmission
gears through remote control rods attached to the

adjusting
levers of the shift shafts protruding from the left side of the transmission housing. Poppet
balls and springs retain the transmission gears in mesh and an interlocking mechanism prevents
shifting into two gears at the same time.
J-3.
Transmission Remote Control Adjustment
•
Early
CJ-5A,
CJ-6A

First
disconnect the transmission shift rods from the remote control levers.
Check
for binding of
the remote control shaft on the steering column

and
make the necessary corrections to eliminate any binding condition.

If
the shift is not smooth and positive, first make

sure
the gears are in neutral position then remove
the shift rods at the transmission by removing
clevis pins, Fig. J-l No. 17, and slip a short piece
of snug fitting 34" [6,35 mm.] aligning rod, through
the gearshift levers and housing as shown in insert
drawing.

This
places the clutch and shift lever assemblies

in
the neutral position. Adjust the shift rod yokes
at the transmission end, so clevis pins can be in­ stalled freely without moving the shift levers on the
transmission after which remove alignment pin.
If
shifting from first to second is difficult or trans­
mission hangs in first gear, shorten the low and
reverse shift rod one
turn
at a time until the con­
dition is corrected. Usually three turns are re­

quired.

Should
the fault continue after completing the above adjustment, check further as outlined below.

First
remove the lubricating fitting. Use a narrow
feeler
gauge
which
will
enter the opening for the
lubricator
and check the clearance
between
the
faces of the shifting clutches.
This
clearance should
be .015" to .031", [W to W]
[0,397-0,794
mm.]. If
this clearance is greater the assembly must be removed for adjustment. The shift dog, which

engages
the clutch slots, should not have more than .009" [0,229 mm.] clearance in the slots. If the clear­
ance
between
the clutch
grooves
and cross pins is
too great,
these
parts must be replaced.
J-4.
Removal
of
Remote Control
m
Early
CJ-5A,
CJ-6A

•
Refer to Fig. J-l

To
remove the remote control the following pro­ cedure is
suggested:

a.
Remove shifting rods from the transmission

and
also from the steering remote control clutch levers. 239

THREE-SPEED
TRANSMISSION

FIG.
J-l—TRANSMISSION

REMOTE
CONTROL
CJ-5
A,
CJ-6A

1— Stop Screw
2—
Bias
Spring

3—
Gearshift
Lever
4—
Lever
Ball

5—
Steering
Wheel 6—
Horn
Button 7—
Column
and Bearing
8—
End
Huts
9—
Shift
Rod
Ends

10—
Shift
Rod
11—
Shift
Rod
12—
Cross-Shift
Bracket

13—
Control
Shaft
14—
Lubrication
Fitting
15—
Lever
and
Clutch

16—
Adjusting
Yoke

17—
Aligning
Rod 11706

b.
Remove gearshift lever fulcrum pin and the
gearshift lever.

c.
Remove plates on the toe board at the steer­
ing
post.

d.
Remove two screws holding remote control
housing to the steering
post
and lift the housing
from
the positioning pin.

e.
Remove the assembly down through the floor
pan.

f. Remove the lower clutch and shift lever from the housing by turning counterclockwise.
g. Remove upper clutch and shift lever in the same

manner.

h. Wash all parts in a suitable cleaning solution.

J-5.
Reassembly of
Remote
Control
•
Refer to
Fig.
J-l

Check
clearance of shift dog which
engages
in slot
of clutches, and if found to be greater than .009" [0,229 mm.] clearance, replace the worn parts.
Assemble upper clutch lever assembly in housing
making
sure that the alignment
hole
in the housing
faces toward the engine.
Turn
the upper lever as­
sembly in as far as it
will
go and then back off one

full
turn
until the
hole
in the clutch lever aligns

with
hole
in the housing.
Assemble the lower clutch lever assembly in hous­ ing until faces of clutches contact then back off
not more than one-half
turn
which should bring
the aligning
hole
in the lever in line with the
hole
in
the housing. If the one-half
turn
does
not bring
the alignment
hole
in proper position, it
will
be
necessary to grind off (square with axis not to exceed .015") [0,397 mm.] the face of the lower

clutch;
in other words, backing off not more than
one-half
turn
from face to face contact
gives
the

proper
clearance of .015" to .031"
[0,397-0,794
mm.]

between
the two clutches.
Assemble the unit to the steering
post
in reverse

order
of dismantling and adjust remote control

rods.
After
assembly, if the shift dog catches on the
edge

of the slot in the clutch when moving the lever up

and
down, disconnect the shift rod at the
transmission
end and either lengthen or shorten it
slightly to correct this condition.

J-6.
TRANSMISSION
REMOVAL
The
following repair procedures given in Par. J-7
through J-ll for the standard
3-speed
transmission
apply
in general to all models listed. Minor dif­
ferences
between
models that affect the procedure

are
noted. Procedure for the optional
4-speed
trans­mission
begins
with Section
J-l.

Removal
is as follows:

a.
Drain
the transmission and transfer case. Re­ place the
drain
plugs.

b.
Remove the floor pan inspection plate.

c.
Remove the shift lever and shift housing as­ sembly and its gasket from the transmission. On 240