automatic transmission JEEP DJ 1953 Service Manual

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

N
scribed
in
Pars.
N-ll through N-l9 for standard
axles, with the exception of the following torque
recommendations. Torque the differential case
bearing
cap screws 70 to 90 lb-ft. [9,7 a 12,4 kg-m.]

and
the cover screws 15 to 25 lb-ft. [2,1 a 3,4
kg-m.].
The ring gear screws on axles with Powr-

Lok
differentials should be torqued as follows:

Model
30 and 44 axles 35 to 55 lb-ft. [4,84 a 7,60 kg-m.].

N-24. TRAC-LOK DIFFERENTIAL
As
optional equipment
Trac-Lok
Model 44 differen­
tial
is available on all Jeep Universal vehicles equipped with semi-float flanged axle shafts.
A
conventional differential transmits all of the
ring
gear torque through the differential gears to the axle shafts. Torque is at all
times
equal on the axle shafts, and if one wheel slips, the other wheel

can
only put out as much torque as the slipping
wheel.

The
Trac-Lok
differential is similar,
except
that

part
of the torque from the ring gear is trans­ mitted through clutch packs
between
the side gears

and
differential case. The multiple disc clutches

with
radial
grooves
on the plates and concentric
grooves
on the discs are
engaged
by a preload

from
Belleville springs, plus separating forces from
the side gears as torque is applied through the
ring
gear.

The
Trac-Lok
construction permits differential action when required for turning corners and trans­mits equal torque to both
wheels
when driving

straight
ahead. However, when one wheel tries to spin due to leaving the ground, a patch of ice,
etc., the clutch packs automatically provide more
torque to the wheel which is not trying to spin.
It
can be
seen
then that the
Trac-Lok
differential
resists wheel spin on bumpy roads and provides
more pulling power when one wheel tries to slip.
In
many cases of differences in traction, pulling
power
will
be automatically provided until both
wheels
start to slip.

In
diagnosis of vehicle operators' complaints, it
is important to recognize two things:

a.
If, with unequal traction, both
wheels
slip, the

Trac-Lok
has
done
all it can possibly do.

b.
In extreme cases of differences in traction, the
wheel with least traction may spin after the
Trac-

Lok
has transferred as much torque as possible
to the non-slipping wheel.
N-25.
Lubrication

The
Trac-Lok
differential requires a special
lubri­

cant
and ordinary multipurpose gear lubricants

MUST
NOT be used. Use only 'Jeep* Differential
Oil,
Part
No. 94557.

Trac-Lok
differential may be cleaned only by disassembling the unit and wiping with clean rags. Do not flush the
Trac-Lok
unit.

Note:
The
Trac-Lok
differential is serviced at the
same time intervals as the standard differential.
N-26.
Trouble
Symptoms

If
noises
or roughness, such as chatter, are present
in
turning corners, the probable cause is incorrect

or
contaminated lubricant.
Before any differential is removed and disassem­
bled for chatter complaints, the correctness of
lubri­

cant
can and should be determined.

A
complete
lubricant
drain,
and
refill
with specified

Limited
Slip Differential lubricant
will
usually
correct
chatter.

The
following procedure is recommended to ensure

complete
removal of old lubricant.

a.
Warm
the lubricant by vehicle road operation,

or
5 minutes of operation in gear at 30 mph with
both
wheels
off the ground on a hoist.

Caution:
Never place the transmission in gear with
the
engine
running when only one wheel of a

Limited
Slip Differential equipped vehicle is raised.
The
vehicle might drive itself off the
jack
and produce damage or
injury.

b.
Drain
lubricant while
warm.
Remove
drain
plug

or
cover to
drain
completely. If cover is removed,

it
may be necessary to replace gasket at this time.

c.
Refill
axle with specified
Limited
Slip Differen­

tial
lubricant.

d.
Operate the vehicle for approximately ten miles
[16,09
km.], making at least ten figure 8 turns
to flush the old lubricant out of the clutch packs.

e.
Repeat
steps
b, c, and d, making sure to replace
the cover gasket if required in
step
c.
f. It is possible that slight chatter, requiring ad­
ditional
vehicle operation, may remain after
step
e. If chatter persists after 100 miles
[160,9
km.]
of vehicle operation, or remains severe after
step

e above, disassembly and repair
will
be necessary.
N-27.
Unit
Inoperative

Proper
performance and capabilities of
Limited
Slip
Differentials are
often
misunderstood. No
precise
methods
of measuring
Limited
Slip Dif­

ferential
performance are generally available in the field. A functioning unit can be determined by
relatively
simple vehicle operational
tests,
as
follows:

a.
Place one wheel on
good
dry pavement, and the
other on ice, mud, grease, etc.

b.
Gradually
increase
engine
rpm to obtain maxi­

mum
traction
prior
to "break-a-way." The ability
to
move
the vehicle
effectively
will
demonstrate

proper
performance.

c.
If extremely slick surfaces, such as ice or grease,

are
used
some
question may exist as to proper per­
formance at
step
b. In
these
extreme cases a prop­

erly
performing
Limited
Slip Differential
will
pro­
vide greater "pulling" power by lightly applying
the parking brake.

N-23.
Trac-Lok
Differential Disassembly
and
Reassembly

It
is recommended that the
complete
axle assembly
be removed from the vehicle, when it
becomes
necessary to remove the
Trac-Lok
from the hous­

ing.
Refer to Par. N-3 and N-12 for removal of axle shafts and differential case from axle housing. 303

p

BRAKES

PIG.
P-8—TRANSMISSION
BRAKE
ADJUSTMENT
1—
Bail
Nut

2— s,6"
12,38 mm.I
Clearance

3—
Adjusting
Screw
d.
Rotate the
drum
until
one pair of holes in the

drum
are opposite the two adjusting screw wheels

in
the brakes. Use the
edge
of the holes as a

fulcrum
and
with
a suitable
tool
or screwdriver for

adjusting,
rotate the adjusting screw wheels,
mov­
ing
the handle of the
tool
away
from
the
drum
until

the
shoes
are snug in the
drum.

e.
Examine the brake operating cable to be
sure
that
it is not
worn
or damaged. Free it up thorough­

ly
and lubricate
it.
Make
sure
the operating handle

on
the instrument panel is
fully
released.
Adjust
the clevis on the brake end of the operating cable

until
the clevis pin
will
just go through the hole

in
the clevis and brake operating lever
without

slack
in the cable.
Tighten
the clevis
lock
nut.

f.
After
the cable is connected back off seven
notches on each adjusting screw wheel
which
will
give
the proper
running
clearance between the

lining
and the
drum.

g.
Reconnect the propeller shaft.
Install
retracting
spring
clip,
clevis pin and the cotter pin, also, in­

stall
the retracting spring
link
and spring.
h. The
position
of the brake operating lever, Fig.
P-8, must be correctly set. The
position
of this
lever
is determined by the adjustment of the cam or
brake operating
link,
which
spreads
the two
shoes.
The
operating
link
is adjusted by
means
of the

special
ball
nut to set the operating lever
with

[2,38
mm.] clearance between the closest
point

of
the lever and the brake backing plate.

i.
The
position
of
this
lever should be checked when

making
a major adjustment or when
relining
the
brakes and
if
found
incorrect readjust it to give this
clearance before adjusting the brake cable
clevis.

P-14.
Self-Adjusting
Wheel
Brake
Units
Self-adjusting
brakes are standard equipment on

all
late production
'Jeep'
vehicles.
The
wheel brake units consist of a support plate,

two
brake
shoes,
brake
shoe
return springs, self-

adjusting
operating parts, and a wheel
cylinder.
The
automatic adjuster continuously maintains

correct
operating clearance between the brake
lin­
ings
and the drums by adjusting the brakes
in
small

increments in direct
proportion
to
lining
wear. This
continuous
adjustment prevents gradual increase

in
the brake pedal
travel
as the
linings
wear. The
adjuster, therefore,
adds
the safety feature of
main­
taining
adequate
pedal reserve
during
the service

life
of the
lining.

After
the
lining
wears enough to require adjust­ment, the adjusting cable or
link
will lift
the lever

into
engagement
with
the next
tooth
of the
star

wheel
when the brake is applied. When the brake
is
released, the
shoes
return to the anchor. The
self-adjuster
utilizes
the movement of the brake

shoes
in a brake application to
actuate
the adjuster
lever.

This
action
will
repeat
on
subsequent
brake applica­

tions,
if
necessary,
until
the
shoe
to
lining
clearance
is
reduced to a
point
where the
shoe
movement

is
not enough to
cause
the cable to
lift
the lever

to
the next
tooth.

The
adjusting lever, adjusting screw assembly,

linkage
rods and lever crank parts are
left
hand
or
right
hand parts, NOT interchangeable, and
MUST
be kept
separated.

The
automatic adjuster on the brake system con­

sists
of an adjusting screw assembly, adjusting

lever,
two adjusting
links,
and a lever crank, (Fig.
P-10).

Note:
It is not
necessary
to remove the rear axle
shaft hubs to
perform
minor
brake service.

When
replacement of
oil
seals
is also required, hubs must be removed.

On
vehicles equipped
with
self-adjusting brake
assemblies, self-adjustment of the
front
wheel brakes
takes
place
during
reverse wheel brake ap­

plication
and the rear wheel brake adjustment
takes

place
during
forward
vehicle brake application.
P-15.
Relining
Wheel
Brakes

a.
When
necessary
to reline the brakes, the vehicle
should
be raised so that all
four
wheels are free.

b.
Turn
the brake
shoe
star
adjustment all the

way
in. Refer to Fig. P-12.

c.
Remove the wheels, hubs and drums,
which
will

give
access
to the brake
shoes
(Fig.
P-10, P-11).

d.
Install
Wheel
Cylinder
Clamps C-416 to re­
tain
the wheel
cylinder
pistons in place and prevent leakage of brake
fluid
while
replacing the
shoes.

P-16.
Brake
Shoe
Removal
•
Removing the Front Brake
Shoes.

•
Refer to Fig. P-10.

a.
Using
Tool
C-3785
or equivalent remove the
upper linkage rod and brake
shoe
return springs.
b.
Remove the brake
shoe
retainer, spring and pins.
c. Remove the anchor pin plate.
d.
Remove the
primary
and secondary brake
shoe

assembly
from
the support.

e.
Overlap the anchor
ends
of the
primary
and
secondary brake
shoes
and remove the adjusting
screw, adjuster lever,
lower
return spring, and
linkage
rods. 328