oil type JEEP DJ 1953 Workshop 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

'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

'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.]

J

THREE-SPEED
TRANSMISSION
before
the unit is installed in the vehicle. When
doing this, use care that the countershaft and

reverse
idler shaft lock plate shown in Fig. J-8
is correctly positioned in the recess in the transfer case housing.
Three
\
Y%"
long [2,86 cm.] screws and
two 1" long [2,54 cm.] screws are used to attach the

transfer
case housing to the transmission housing.
Install
the 1" long [2,54 cm.] screws in the lower

left
and lower right mounting holes.
FIG.
J-12—SYNCHRONIZER
SPRINGS

J-12.
Transmission — T96

•
Model DJ-5, DJ-6

a.
Remove the shift housing and gasket from the top of the transmission case if it has not
been
pre­ viously removed. The shift housing can be disas­
sembled, if necessary, at this point by removing the
shift
rails
and forks from the shift housing. Use

care
and do not
lose
the
poppet
balls and springs.

b.
Drain
the lubricant from housing and wash
the assembly with a suitable solvent.

c.
Remove the screws from the front main bearing

retainer
and remove retainer.
d.
Remove nut which attaches the companion

flange
to the main shaft; also the flat washer and

lock
washer.

e.
Remove the companion
flange
with special puller

tool
W-172.
f. Remove the screws attaching the
rear
bearing

retainer
to case and remove retainer and gasket.
g. Remove oil seal
speedometer
drive gear and
main
shaft
rear
bearing from the bearing retainer.

h.
Remove the reverse idler and countershaft

lock
plate.

i.
Using
tool
W-193 or a
soft
drift, drive the
countershaft out through the
rear
of the case allow­
ing the counterhsaft gears to drop to the
bottom

of the case.

j.
Remove the main drive gear with bearing
through the front of the case.
Note
that this gear cannot be removed when the countershaft gears are
in
position.
Take
care when removing this gear not
to misplace the thirteen
needle
type
rollers in the
gear end of the shaft which make up the main shaft
pilot bearing.

k.
Remove the main shaft snap
ring,
the main
shaft bearing snap ring and the mainshaft bearing

which
is grooved, from the main shaft.
I.
Remove the bronze blocking ring then remove
the clutch hub and synchronizer assembly through
the top.

m.
Remove the low and reverse sliding gears and
the constant mesh gear and main shaft in one unit,
through the top.

n.
Remove the countershaft gears through the
top.
Take
care not to misplace the twenty rollers at each end of the long spacer as well as the two

thrust
washers and the two roller spacer bearings,

o.
Using a
soft
drift, drive the reverse idler shaft
out toward the
rear
and remove the gear.

J-13.
Transmission Cleaning and Inspection
Refer
to Fig. J-7.

a.
Wash the transmission case inside and
outside

with
cleaning solvent.

b.
Check
bearing and shaft bores. Inspect the case
for
cracks.
Check
the front and
rear
faces
and dress off any
burrs
with a fine
mill
file. If cracks

are
found or the bores are not true, replace the case.

c.
Clean
and inspect all gears and bronze blocking
rings
for
cracks,
chipped or cracked
teeth,
or ex­
cessive wear of the
teeth.

Note:
Whenever any transmission gear requires
replacement, the gear with which it
meshes
should also be replaced.

d.
Inspect all bushings and bearings for wear or damage.

e.
Check
low-and-reverse sliding gear for freedom
of
movement
on the main shaft.
f.
Check
the intermediate-and-high clutch
sleeve
to see that it slides freely on the intermediate-and-
high clutch hub.
J-14. Transmission Reassembly
—-
T96
a.
Position the reverse idler gear in the case and
install
the shaft using care that the
slot
at the shaft
end is correctly aligned to receive the lock plate.

b.
To assemble the countershaft gear, it is neces­

sary
to use Tool W-193 or equivalent
Fig. J-9.
Place
the special
tool
through the gear set and insert the
long spacer positioning it at the center of the gear
set. Place a set of twenty rollers at each end of the

spacer
followed by a spacing washer at each end.

A
small amount of grease
will
hold the spacing

washer
in position. Place the assembled counter­ shaft gear set in the
bottom
of the case with the
large gear toward the front.

C*
Install
the
rear
main shaft bearing on the main shaft with the closed side of the bearing toward
the front or low end of the shaft. Replace the bear­
ing snap ring and main shaft snap
ring,

d.
Pass the front end of the main shaft through the
rear
bearing opening and assemble the low and 248

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

reverse sliding gear on the shaft with the shifting

fork
groove
toward the rear.
e. Assemble the
second
speed
gear on the shaft
with the
teeth
which
engage
in the clutch
sleeve

toward the front of the case.
f.
Next,
assemble
the synchronizer unit. The as­ sembly
sequence
of the synchronizer is shown in

Fig.
J-12.
First
install the two springs in the high
and intermediate clutch hub. These springs must
be installed with the spring
tension
opposed.
Place the right lipped end of a spring in a
slot
of the
hub and place the spring in the hub.
Turn
the hub
around and make exactly the same installation
with the other spring starting with the same
slot.
Fig.
J-5. Install the three synchronized shifting

plates
in the three
slots
in the hub with the
smooth

side
of the
plates
out. Hold the
plates
in
position

and slip the
second
and direct
speed
clutch
sleeve
over the hub. Install the two blocking rings one
one each
side
of the hub.
g. Place
some
heavy
grease
in the main shaft
pilot and
position
the thirteen
needle
type
roller bearings.

h.
Install the main drive gear. If the bearing has

been
removed,
note
that the closed
side
is assembled
toward the inside of the case.

i.
Enter
the main shaft bearing in the case and

assemble
the shaft in position.

j.
Install the front bearing retainer. k. For
ease
in installing the countershaft, turn the
transmission case over to allow the gears to mesh.

With
the countershaft thrust washers correctly
positioned,
start the countershaft through the rear
of the case with the lock plate
slot
toward the rear
and the
slot
in alignment with the
slot
in the
12879

FIG.
J-13—T14A
THREE-SPEED
TRANSMISSION

1—
Retainer
Screws
2—
Main
Drive
Gear
Bearing Retainer
3—
Retainer
Gasket
4—
Oil
Seal 5— Snap Ring (small)
6— Snap Ring (large) 7—
Main
Drive
Gear
Bearing
8—
Oil
Retaining Washer (slinger)
9—
Main
Drive
Gear

10— Mainshaft Pilot Bearing Rollers
11—
Case

12— Nut
13—
Flatwasher

14— Spacer 15—
Bearing
Adapter
16— Snap Ring

17—
Mainshaft Bearing
18— Reverse
Gear

19— Snap Ring
20—
Low
Synchronizer Assembly 21— Synchronizer Blocking Ring 22—
Low
Gear

23— Mainshaft
24— Second
Gear

25— Synchronizer Blocking Ring
26—
Second-Third
Synchronizer Assembly
27— Synchronizer Blocking Ring
28— Snap Ring 29— Countershaft Front Thrust Washer (large)
30— Countershaft
Gear

31— Reverse Idler
Gear
Bearing Washer
32— Reverse Idler
Gear
Roller Bearings 33— Reverse Idler
Gear
34— Countershaft
Rear
Thrust Washer (small)
35— Countershaft Bearing Spacer Washer* 36— Reverse Idler Shaft
37— Countershaft Roller Bearings
38— Spacer Washer
39— Countershaft
40—
Lockplate

249

THREE-SPEED
TRANSMISSION

ing
snap
ring.
Care should be taken to
install
the
proper
snap
ring
at
these
locations.

fl.
Install
the mainshaft rear bearing
adapter,

spacer,
transfer
case
drive
gear,
flat
washer, and

nut.
Torque nut 130 to 170
lb-ft.
[17,9 a 23,5
kg-m.].
Refer to Fig. J-15.
o. Check the main drive bearing retainer oil seal.
If
seal is
worn
or damaged it must be replaced.
Refer to Fig. J-33. 12858

FIG.
J-34—INSTALLING
MAIN
DRIVE GEAR BEARING RETAINER

-Gasket

-Bearing
Retainer
p.
Install
main drive
gear
bearing retainer gasket,
and retainer assembly. Make certain the oil drain

hole
slot in the retainer housing and gasket are

aligned.
Install
the three
ferry
type screws and
washers. Refer to Fig. J-34.
q.
Install
the transmission
case
cover gasket,
p.
Position the transmission
gear
train
and
shift

cover housing assembly in neutral. Enter the

shifter
forks
into
the
clutch
sleeves
and
align
cover,

case
and gasket holes.
Install
capscrews and
lock­

washers
and torque 8 to 15
lb-ft.
[1,1 a 2,1
kg-m.].
Refer to Figs. J-35 and J-36.

S.
This completes the transmission reassembly. 12857

FIG.
J-35—MAINSHAFT
GEAR TRAIN
—
NEUTRAL
1— Reverse Gear

2— Low
Synchronizer Assembly

3— Low
Gear
4— Second Gear
5—
Second-Third
Synchronizer Assembly
6—
Main
Drive
Gear

FIG.
J-36—INSTALLING CANE SHIFT
COVER
ASSEMBLY
1—
Control
Housing'
Cover•''

2—
Gasket
3—
Second-Third
Shift
Fork
4— Low-Reverse
Shift
Fork 256

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

J J-20
TRANSMISSION
SERVICE
DIAGNOSIS

SYMPTOMS
PROBABLE
REMEDY

Lock
in Two
Gears
Replace
Poppet
or Shift Levers

Slips
Out of High Gear Transmission Misaligned with Bellhousing

End
Play in Main Drive Gear Damaged Pilot Bearing or Front Bearing.

Slips
Out of Second
Worn
Gear Replace
Weak
Poppet
Spring Replace

Noise
in Low Gear
Gear
Teeth Worn Replace Gears
Shifting
Shoe
Bent Replace
Shoe
Lack
of Lubrication Drain and Refill

Grease
Leak into Bellhousing Gasket Broken Front Bearing Retainer Replace
Transmission Main Drive Gear Oil Seal Replace Align Transmission Case to Bellhousing
and Bellhousing to Engine
Tighten Front Retainer
Replace
J-21.
TRANSMISSION
SPECIFICATIONS

HURRICANE
F4
ENGINE
3-SPEED

Vehicle:
CJ-3B,
CJ-5,
CJ-5A,

CJ-6,
CJ-6A
DJ-5,
DJ-6
Make
Type

Speeds

Ratios: —
First
Second

Third

Fourth
Warner

T90C

Synchronous Mesh
3 Forward — 1 Reverse
3.339
to 1 1.551 to 1 1.000 to 1
Warner

T96

Synchronous Mesh
3 Forward — 1 Reverse
2.605
to 1 1.630 to 1
1.000 to 1
Reverse
Interlock
Poppet
Clearance. . .
3.798
to 1

3.536
to 1
.001" to .007"

[0,025
a 0,178 mmJ

DAUNTLESS
V-6
ENGINE
3-SPEED

Vehicle:
CJ-5,
CJ-6,
CJ-5A,
CJ-6A

DJ-5,
DJ-6
Late
CJ-5, CJ-6
Make
Warner
Warner Warner

Model
AS7
T86AA

AS9
T86AA
T14A

Type..
Synchromesh
Synchromesh Synchromesh

Speeds
3 Forward — 1 Reverse 3 Forward — 1 Reverse 3 Forward — 1 Reverse
Ratios: —
First
2.798
to 1
2.798
to 1
3.100 to 1

Second
1.687 to 1 1.687 to 1 1.612 to 1

Third
1.000 to 1
1.000 to 1 1.000 to 1
Reverse
3.798
to 1
3.798
to 1 3.100 to 1 257