1953 JEEP DJ key

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

H
Resistance
should be approximately 0.1 ohm.

An
extremely accurate instrument would be neces­
sary
to ascertain shorted turns.
Only
an open condi­
tion can be detected with a commercial ohmmeter.

If
the alternator has been disassembled because of
an
electrical malfunction, replace stator only after

all
components have been checked and found to
be satisfactory.

H-85.
Out-Of-Circuit
Rectifier Diode Test

With
the rectifier diode heat sinks disconnected
from
the stator assembly (Par. H-80), the diodes

can
be individually checked with the Diode Tester

C-3829.
FIG.
H-36—RECTIFIER
DIODE
TEST
POINTS

1— Diode Plate Stud

2—
Diode Terminals

Fig.
H-36 shows the
test
point location for either positive or negative diode.

Plug
Tester C-3829 into a 110-volt AC outlet.
Connect
alligator clip to diode plate stud, and the probe of the tester to each of the three diode ter­

minal's
test
points. Negative diodes
will
give a
negative deflection of the needle and positive
diodes
will
give a positive deflection. The meter

reading
should be the same for each of the diodes

and
should be 2 or over for a
good
diode. If a diode is faulty, replace the entire diode heat sink
assembly. H-86.
Assembling Alternator

Refer
to Fig. H-31.

a.
To install front bearing in front housing, press
the bearing into place on an arbor press using

Bearing
Installer C-3858. Position the split spring

washer
in the front bearing housing oh top of the bearing.

b.
Install
the
rear
bearing on the rotor shaft front
end using Bearing Installer C-3935 as shown in

Fig.
H-37.
FIG.
H-37—INSTALLING
REAR
ROTOR
BEARING

1—
Rear
Bearing Installer C-3935

2—
Rotor
Shaft
C.
Place the rotor assembly
into
position in the
front housing by tapping rotor shaft on a
soft

wood surface.

d.
Position diode assemblies and stator as a unit
into the
rear
housing. Make certain that insulator
washers and insulator
sleeves
are correctly posi­
tioned on the positive diode assembly.

e.
To assemble the subassembly halves of the
alternator
(front
housing and
rear
housing). Slide
the front housing over the stator.
Install
the bolts
and
nuts.
f. Position first the spacer, then the woodruff key
on the rotor shaft and slide on the fan.
Carefully

position the alternator in a vise with the clamps
of the vise held to the pulley. Position the pulley
so it is just starting to slide over the woodruff

key.
Press it into position by tightening nut with

a
wrench. When the pulley is properly positioned,
remove the nut, place the lock washer on the

rotor
shaft, and again replace the nut.

g.
Install
the isolation diode assembly and secure

with
locknuts.

h.
Install
the brush housing in position in the
rear

housing.
Install
the brush housing cover and the
tapping screws.

i.
Turn
the rotor by hand listening carefully to

make
certain there is no interference between the

rotor
and the stator winding.
H-87.
Alternator Installation

To
install the alternator, reverse the procedure 201

H

ELECTRICAL
SYSTEM
FIG.
H-38—WIRE
COLOR CODE
AND

LOCATIONS
FOR
ALTERNATOR HOOK-UP

1— Regulator (Auxiliary)
Terminal
(Cable —
Grey)

2— Output
Terminal:
(Red)

3—
Regulator
Terminal
(Cable —
Grey)

4—
Ground
Terminal
(Cable — Black-White
Tracer)
5—
Field
Terminal
(Cable — Green-White
Tracer)

6—
Ground
(Optional)
Terminal
(Cable — Black-White
Tracer)
REAR
VIEW

35
AMP.
ALTERNATOR
REAR
VIEW
40
& 55 AMP.
ALTERNATOR
given in Par. H-78, adjusting the fan belt to its
proper tension after the alternator is mounted, as described in Par. C-27. Wires should be connected
as shown in Fig. H-38.

When
the vehicle is equipped with a radio, a .55
mfd. capacitor is required on the alternator. Mount
the capacitor strap to a ground terminal and con­
nect the lead to the output terminal.
H-88.
STARTING
SYSTEM
SERVICE
H-89.
Ignition
Switch

The
ignition switch serves both to energize the
ignition system and
engage
the starter switch.
The
ignition switch has four positions: (1) AC­

CESSORY,
(2)
LOCK,
(3) ON, and (4)
START. The
key must be in the switch to turn it to any position other than
LOCK,
and the key can be
removed only in the
LOCK
position.
In "ACC",
a connection is made from the battery

terminal
to the accessory terminal of the switch to
allow accessories such as the radio, blower and/or
windshield wiper to be operated with the ignition, fuel
gauge
and indicator light circuits off.
In "LOCK",
no accessory supplied through the
ignition switch can be operated. Also, the ballast
resistor (V-6
engine
only) circuit to the ignition
coil
(IGN) is grounded.
In
"ON", a connection is made from the battery

terminal
to the accessory terminal so that all
ignition switch supplied accessories can be operated. Also the battery is connected to the ballast resistor
(V-6
engine
only) leading to the ignition coil

(IGN).
From
this same terminal, a lead
into
the
instrument cluster energizes the fuel
gauge
and
indicator lights.
In "START",
all ignition switch supplied acces­
sories are temporarily disconnected. A connection is made to the starter solenoid lead. The charge

and
oil indicator lamps
will
light until the
engine
is started.
H-90.
Ignition
Switch
Removal

a.
Remove the bezel nut and pull back the main
switch body.
Lower
the switch
body
from under the instrument panel so that the wiring harness plug

can
be removed from the prong connection,
b. If the lock cylinder is to be removed, turn the
ignition key to the right and insert a short
piece

of wire or end of a paper clip
into
the lock release

hole
in the switch body. Pressing on the lock
cyl­
inder retainer
will
allow the cylinder to be removed.
H-91.
Ignition
Switch
Installation

Before installing the lock cylinder
into
the main
switch body,
note
the position of the lock cylinder
retainer.

a.
Place the lock cylinder
into
the main switch
body
with the highest part of the lock cylinder
retainer in line with the lock release
hole
in the
main
switch body.
b. Compress the lock cylinder retainer so that the
lock cylinder can be installed all the way
into
the

main
switch
body
or until the retainer can be

seen
through the pin hole.

c.
Install
wiring harness plug
onto
switch
body

prong connection.

d.
Install
this main switch
body
into
the instru­
ment panel opening from the
rear.

e. To make sure that the switch is in its correct position, install the ignition key in the off position.
Then
turn the switch
body
until the key is straight
up and down. Remove the key, install the bezel
nut and secure.
H-92.
PRESTOLITE
STARTING
MOTOR
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite starting motor on the V6
engine
is

similar
in construction (with exception of pinion housings) to the starting motor installed on F4

engines.
The
starter solenoid switch is bolted to the starter
frame.

The
starter is equipped with
sealed-type
absorbent
bronze bearings and no lubricant is required. Service procedures for the Prestolite starter are
given in
Pars.
H-93 to H-107. 202

H

ELECTRICAL
SYSTEM

11035

FIG.
H-40—PRESTOLITE STARTING MOTOR—F4 ENGINE 1— End
Plate

2—
Plug

3—
Thrust
Washer
4—
Brush
Plate Assembly 5— Screw
6—
—Lock
Washer
7—
Insulating
Washer
8—
Terminal

9—
Field
Coil
and Pole
Shoe
Set
10—
Frame

11—
Insulating
Washer

12—
Washer

13— Nut 14—
Lock
Washer

15—
Insulating
Bushing

16—
Pole
Shoe
Screw
17— Sleeve Bearing
18—
Drive
End Frame
19—
Intermediate Bearing

20—
Bendix
Drive

21—
Screw

22—
Lock
Washer

23—
Thrust
Washer

24— Key
25—
Armature

26—
Thru
Bolt

27—
Insulator

brush
and
pull
On
a line parallel with the side of
the
brush.
Take
the
reading
just as the spring leaves the
brush.
It is important that the brush spring
tension be kept within the limits specified at the end of this section. If the tension is too low, there

will
be a loss of efficiency from poor brush contact.
Too
great a tension
will
cause excessive brush and
commutator wear. To change the tension, twist the

spring
at the holder with long-nosed pliers,

c.
Worn
brushes should be replaced. Brushes that
are
soldered to the field coil should be unsoldered

and
the
loop
in the field coil lead should be opened.
Insert
the new brush pigtail to its
full
depth in the
loop. The new brush lead should be tightly clinched

in
the terminal and then soldered to make a strong, low-resistance connection.

H-99.
Commutator

Check
the commutator for wear and discoloration.
If
the commutator is rough or worn the armature should be removed and the commutator turned
down in a lathe. A discolored commutator should
be cleaned with carbon tetrachloride. Never use
emery cloth.

H-100.
Armature

Visually
inspect the armature for mechanical
defects
before checking for shorted or grounded
coils. Use a set of
test
probes for testing armature

circuits.
To
test
the armatures for grounds, touch
one point of the
test
probes to a commutator seg­
ment and touch the other point to the core or shaft. Do not touch the points to the bearing surface or
to the brush surface as the arc formed
will
burn

the smooth finish. If the lamp lights, the coil con­ nected to the commutator segment is grounded.
To
test
for shorted armature coils, a growler as
shown-in Fig. H-42 is necessary. The armature is placed against the core and a steel strip is held
on the armature. The growler is then energized 204

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H
require
a slight rotation of the pinion to index it
into the ring gear. When the
engine
starts the drive
pinion
will
automatically demesh from the ring
gear and return to its normal position.
H-107. Starter Solenoid Switch (Prestolite)
•
Refer to
Figs.
H-44 and H-45.

Should
a starting motor
fail
to deliver maximum power the fault may be due to
voltage
drop at the
starting switch contacts due to corrosion or
burn­

ing.
Check
the switch by comparing the
voltage

at the battery terminals and that at the starting 13407

FIG.
H-44—STARTER SOLENOID—HURRICANE
F4
FIG.
H-46—PRESTOLITE STARTER
AND SOLENOID—V-6 ENGINE
switch terminals. The
voltage
drop should not
exceed .05 volts per 100 amperes.
Should
it be impossible to file the switch contact
plates to obtain a clean
full
surface contact the
switch should be replaced.
Current
model starting switches are of the
solenoid type, mounted directly on the starting
motors.
This
type switch is energized by turning
the ignition key to the extreme right position.

Should
a solenoid switch
fail
in service it is neces­

sary
to install a new solenoid assembly,
a.
To remove the solenoid switch first remove the nut and lock washer securing the solenoid strap to the starter
post.
Then
remove nut and lock washer securing battery positive cable to solenoid
post.

Tape
end of battery cable to eliminate the pos- 207

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H
Note:
Pinion clearance cannot be adjusted. If
clearance is not correct, motor must be disassem­
bled and checked for the above mentioned defects.

Any
defective parts must be replaced.
H-118. Starting Motor Test —
Genera!

To
obtain
full
performance data on a starting motor, or to determine the cause of abnormal
operation, the motor should be submitted to no-
load and locked armature
tests,
with equipment designed for such
tests.
A high-current variable resistance is required to obtain the specified volt­
age at the starting motor.
This
is necessary since
a
small variation in the
voltage
will
produce a
marked
difference in the current
drawn.

H-119.
Starting Motor No-Load Test

This
test
requires a DC voltmeter capable of
read­

ing
voltages
in a 12-volt
circuit,
a DC ammeter

with
maximum range of several hundred amperes,
a
high-current variable resistance, an rpm. in­

dicator,
and a fully-charged, 12-volt battery.

a.
Connect a jumper lead
between
S terminal
and
large battery terminal of starter solenoid.
Con­
nect voltmeter
between
either of
these
terminals (positive) and motor frame (negative, ground).

Connect
ammeter and variable resistance in series

between
positive terminal of battery and battery

terminal
of solenoid. Set up rpm. indicator to show starting motor speed.
b.
Initially,
adjust variable resistance to a value of
approximately .25 ohm. To complete the
circuit,

connect negative terminal of battery to motor

frame.
Adjust variable resistance to obtain a volt­ meter reading of 10.6 volts;
note
speed of starting motor and ammeter reading. Motor speed should
be
6750
to
10,500
rpm.; ammeter reading should
be 50 to 80 amperes.
c. Rated speed and current indicate normal condi­
tion of the starting motor. Low speed and high
cur­
rent
may show friction; this could be caused by
tight, dirty, or worn bearings, bent armature shaft,

or
a
loose
field
pole
shoe
dragging against the

armature.
It could also be caused by a short-cir­ cuited armature, or by grounded armature or field
coils.

d.
Failure
to operate and high current indicates

a
direct short circuit to ground at either the battery

terminal
or field coils.
e.
Failure
to operate and no current are usually
caused by broken brush springs, worn brushes, high insulation
between
commutator
bars,
or
some
other
condition preventing
good
contact
between
the brushes and commutator. It can also be caused by
open circuit in either the field coils or armature coils.
f. Low speed and low current show high resistance due to poor connections, defective leads, dirty com­
mutator, or one of the conditions mentioned in e,
above.
g. High speed and high current indicates a short
circuit
in the field coils. H-120-
Locked
Armature Test

This
test
requires a DC voltmeter with range ap­

propriate
to read
voltages
in a 12-volt
circuit,
a DC
ammeter with maximum range of several hundred
amperes, a high-current variable resistance, a
clamping fixture to lock
together
the motor shaft

and
case, and a fully-charged 12-volt battery.

a.
Connect a jumper lead
between
S terminal and
large battery terminal of starter solenoid. Connect
voltmeter
between
either of
these
terminals (posi­
tive) and motor frame (negative, ground). Connect
ammeter and variable resistance in series
between
positive terminal of battery and battery terminal
of solenoid.
Install
clamping fixture to lock motor
shaft and case
together
securely.
b.
Initially,
adjust variable resistance to approxi­
mately .05 ohm. To complete the
circuit,
connect
negative terminal of battery to motor frame. Ad­

just
variable resistance to obtain a voltmeter
read­
ing of 4.0 volts. Ammeter reading should be 280
to 320 amperes.

H-121.
Solenoid Starter Switch — Delco

The
solenoid-type switch is mounted directly on
the starting motor.
This
type of switch is energized
by turning the ignition key to the extreme right position. Should the solenoid switch
fail
in service

it
is necessary to install a new assembly.

Should
a starting motor
fail
to deliver maximum power the fault may be due to
voltage
drop at the

starter
switch contacts due to corrosion or burning.

Check
the switch by comparing the
voltage
at the
battery across the terminals. The
voltage
drop
should not exceed .05 volts per 100 amperes.
In
order to remove the starter solenoid, it is neces­

sary
to remove the starter assembly.

H-122.
ELECTRICAL
INSTRUMENTS

H-123.
Fuel
Gauge —
CJ-3B

The
fuel
gauge
circuit is composed of the indicating

unit,
mounted on the instrument panel, and the
fuel tank unit, connected by a single wire through the ignition switch.

Should
the
gauge
fail
to register, check all wire con­ nections to be sure they are tight and clean; also
be sure both units are well grounded. If, after this
check, the
gauge
does
not indicate properly, remove
the wire from the tank unit and connect it to a
new tank unit which must be grounded to the tank

or
frame for
test.
Turn
the ignition switch "ON"
and
move
the float arm through its range of travel,
watching the dash unit to determine if it indicates
correctly.
If it fails to do so the trouble is probably

in
the dash unit and it should be replaced.

Should
a new tank unit be unavailable for this
test,
disconnect tank unit wire at the instrument panel

gauge.
Connect one lead of a 12 V, 1 CP
test
light
to the instrument panel unit terminal and with the
ignition switch
"ON"
ground the other lead. If the
unit is operating correctly the pointer
will
move

approximately three-quarter across the
dial.
Do not attempt to repair either unit; replacement
is the only precedure. 211

'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

I

CLUTCH 1-1.
GENERAL

The
clutch on current 'Jeep' vehicles is either

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

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

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

The
driven plates of all
models
are built with
vibra­

tion damper springs and have two flexible facings

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

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

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

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

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

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

except
when the clutch pedal is depressed.

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

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

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

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

curs
the pedal clearance must be adjusted.

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

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

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

Refer
to Fig. 1-1.

Note:
Two different
Clutch
Control
Lever
and

Tube
Assemblies have
been
installed on 'Jeep*

Universal
vehicles equipped with a V-6
engine
and

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

between
the centerlines of the cotter key holes.

FIG.
1-2—CLUTCH
LINKAGE AND
ADJUSTMENT,

CONTROL
CABLE TYPE

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

2—
Clutch
Fork

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

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

9—
Retracting
Spring
(Clutch
Pedal)

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

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

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

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

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

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

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

clutch,
incorporating a diaphragm-type spring as­
sembly.

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

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

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

The
outer area of the driven plate is divided into

segments
formed in low waves to provide springs

between
the plate facings and cushion
engagement

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

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

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

1—
Pressure
Plate 5—Engine
Crankshaft

2—
Throwout
Bearing
6—Pilot
Bearing

3—
Pivot
Point
7—Flywheel

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

frictional
dampening is supplied by molded
fric-

tional washers.

1-11.
Clutch
Removal

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

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

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

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

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

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

clutch
cover.

Note:
When disassembling,
note
position of
grooves

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

i.
The clutch diaphragm spring and two pivot rings

are
riveted to the clutch cover. Inspect spring, rings

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

1-12.
Clutch
inspection

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

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

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