'46 CJ2A T-90 Side (Column) Shift

Discrepancies, Errors or Just Changes?


Updated 7-3-05:

Since originally posting this,  the issues have been resolved (to my satisfaction at least).  I post the resolutions first, the original questions & issues which prompted this page are further down:

Item resolutions:

1) Oil Slinger (aka "Oil Retaining Washer" by Willys):

While not 100% conclusive, I am convinced that the oil slinger WAS used on all CJ2A transmissions, for these reasons:

a) The original illustrations below did not depict an oil slinger, so I questioned its use.  I then found another illustration, from the same '45 Maintenence Manual, which DOES show the slinger.  The clutch assembly cross-section:



So I am assuming that the illustrations in Figs. 1 & 2 are in error.

b) My transmission DID have this slinger (very early '46 CJ2A S/N 16279)

c) Nobody responding to my requests had ever seen a transmission without one.

2) Main Shaft Oil Seal:

a) It WAS used on transmissions prior to s/n 24196.

The answer is in the manuals, but it's not obvious, intuitive or well documented.  More sleuthing uncovered these passages (quoted from Willys manuals):

The Service manual says: "Effective with Model CJ2A S/N 24196 and all other models listed, oil circulation is provided between the transmission and transfer case by the addition of drilled passages between the two units."  And it goes on to detail the changes.  With cross circulation, there was no further need for a seal, and it was subsequently eliminated.

The Parts Manual lists: 3 different transmission "assemblies" for column shifts:
A comment after the 640122 assembly says to "use 1 each, A-15428"

Looking that up:
And from the '45 manual: "Place the oil seal, no. 27, in position in the main shaft bearing adapter or plate, no. 28, with oil seal lip facing forward.  Install the bearing adapter and seal assembly over the end of the main shaft and in the case"

b) My transmission DID have one.

I could not remember if it had one or not, as it has been 6+ years since I disassembled the transmission.  But after inspecting my rear bearing spacer, it was clear that it did have one.  The wear patterns from the original felt seal are quite evident in these photos:

     

I have found a modern replacement seal:  Chicago Rawhide # 17310  (or Nation Seal # 43071s)

Photos show the seal w/the spacer in place.

      

3) Front (Bearing Retainer) Gasket:

The full coverage front gasket is a carry-over from WW-II military vehicles.  As with many other parts, Willys had excess inventory at wars end, and used these parts on CJs until they were depleted, when they changed to the retainer only circular gasket.  Either type can be used.

I got this info from old-timer, who's been in the Jeep business for 30+ years, mostly as a motor pool mechanic in the Air Force.  Apparently there was (and still is for some) a requirement that military vehicles have a water-tight seal between transmission and bellhousing.   They wanted to keep as much water out of the bellhousing as possible.  This doesn't make much sense, since there are still far larger openings in the bellhousing for water to get in, but it's the only explaination I've got so far..

The difference in position of the input shaft WRT the clutch disk is inconsequential, and Willys subsequently eliminated the full flange gasket on CJs.


Original issues:

While attempting to reassemble my transmission and transfer case, I discovered what appears to be discrepancies, errors and/or changes in the parts and service manuals, and the parts themselves.

If anyone has information about these, .

The figures below all come from Willys manuals.  They link to higher resolution images (1024 wide) between 150-250 KB in size.  

trans xsection

Fig. 1
(from the '45 CJ2A Maintenance Manual)


Fig. 2
(from the '45 CJ2A Maintenance Manual)


Fig. 3
(from the '49 CJ2A/CJ3A Parts Manual)


Fig. 4
(from the '49 CJ2A/CJ3A Parts Manual)


Fig. 5
(from the '65 Jeep "Universal" Service Manual)


Fig. 6
(from the '65 Jeep "Universal" Service Manual)

The specific discrepancies:
  1. Main Drive Gear (Input Shaft) Oil Slinger:  Fig.1 shows no oil slinger behind the main drive gear bearing.  Figs. 3-6 all DO show an oil slinger.  Figs. 1 & 3 are supposed to be the same transmission.  Fig. 2 is a cross section of the transmission in Fig. 1.  It does NOT depict an oil slinger either.
  2. Main Shaft Oil Seal:  Figs. 1 & 2 show an oil seal on the main shaft spacer between the transmission and transfer case.  Fig. 3 depicts the same item, but calls it a "bearing spacer - later type".  Figs. 4-6 do not show this seal/spacer.  In the Fig. 2 cross section, it is clearly a seal, looks like felt.  The '45 Maintenance Manual reassembly instructions includes a paragraph describing correct installation of this seal.
  3. Front (Bearing Retainer) Gasket:  Figs. 1, 3 & 4 show a full flange gasket, which encompasses the entire transmission to bellhousing mating surface.  Figs. 5 & 6 show a circular gasket that would fit only the bearing retainer. leaving the transmission to bellhousing a metal-to-metal mating.

If Willys did indeed change the configurations over the years, then it stands to reason that using these parts in transmissions where they shouldn't be, or omitting them in transmission where they should be, could cause some of the problems people are having :

Questions:

If you have any thought/opinions/insights into these discrepancies, .  I'm scratching my head right now, trying to figure out what's right for my transmission.