L.W.(ßill) ------ III wrote:

> And you can't be blaming the
> poor clutch release on it anyway. That problem is in your pressure plate
> or throw out bearing travel. If your six is an American engine for '79
> and not the later f**ked up frog designed crank pilot hole, than you
> shouldn't have to modify it like Will to fit your American Borg Warner
> T-18 transmission. Here are three bearing/bushing manufacturers:

Ok wait.. something new here.

My CJ is a '79 and has teh '79 AMC I assume.

I messed around with the clutch linkage so that it had more throw. that
way I knew for sure that I could disengage the clutch all the way.

if the problem is in the pressure plate then it means that it is inside
the pressure plate ...right ? (can I have that checked ?)

And what was the problem with the pilot hole ?


In short : this is my Jeeps problem:

The input shaft turns, even when the clutch is disengaged as far as I can.

The input shaft of the tranny is turning.
that can be caused by :

[1] there's a bind between the input shaft and flywheel/crank
[a] inputshaft is bottomed out and pressed against the crank
[b] the inputshaft/bushing binds with the crank or simply drags
[2] the clutch doesn't totally disengage
[3] the thing is haunted

am I correct ?

if you could explain that frog pilot hole situation, then that might
shed some more light on things

thanks,

Ron

 

L.W.(ßill) ------ III wrote:

> And you can't be blaming the
> poor clutch release on it anyway. That problem is in your pressure plate
> or throw out bearing travel. If your six is an American engine for '79
> and not the later f**ked up frog designed crank pilot hole, than you
> shouldn't have to modify it like Will to fit your American Borg Warner
> T-18 transmission. Here are three bearing/bushing manufacturers:

Ok wait.. something new here.

My CJ is a '79 and has teh '79 AMC I assume.

I messed around with the clutch linkage so that it had more throw. that
way I knew for sure that I could disengage the clutch all the way.

if the problem is in the pressure plate then it means that it is inside
the pressure plate ...right ? (can I have that checked ?)

And what was the problem with the pilot hole ?


In short : this is my Jeeps problem:

The input shaft turns, even when the clutch is disengaged as far as I can.

The input shaft of the tranny is turning.
that can be caused by :

[1] there's a bind between the input shaft and flywheel/crank
[a] inputshaft is bottomed out and pressed against the crank
[b] the inputshaft/bushing binds with the crank or simply drags
[2] the clutch doesn't totally disengage
[3] the thing is haunted

am I correct ?

if you could explain that frog pilot hole situation, then that might
shed some more light on things

thanks,

Ron

 

L.W.(ßill) ------ III wrote:

> And you can't be blaming the
> poor clutch release on it anyway. That problem is in your pressure plate
> or throw out bearing travel. If your six is an American engine for '79
> and not the later f**ked up frog designed crank pilot hole, than you
> shouldn't have to modify it like Will to fit your American Borg Warner
> T-18 transmission. Here are three bearing/bushing manufacturers:

Ok wait.. something new here.

My CJ is a '79 and has teh '79 AMC I assume.

I messed around with the clutch linkage so that it had more throw. that
way I knew for sure that I could disengage the clutch all the way.

if the problem is in the pressure plate then it means that it is inside
the pressure plate ...right ? (can I have that checked ?)

And what was the problem with the pilot hole ?


In short : this is my Jeeps problem:

The input shaft turns, even when the clutch is disengaged as far as I can.

The input shaft of the tranny is turning.
that can be caused by :

[1] there's a bind between the input shaft and flywheel/crank
[a] inputshaft is bottomed out and pressed against the crank
[b] the inputshaft/bushing binds with the crank or simply drags
[2] the clutch doesn't totally disengage
[3] the thing is haunted

am I correct ?

if you could explain that frog pilot hole situation, then that might
shed some more light on things

thanks,

Ron

 

Hi Ron,
Then the frog hole in the crank that will not except an American
size bearing is not your problem, I was just searching to see if you had
swap engines.
I believe you should take it apart and check the pressure plate, if
it's coming loose then you will see a difference in finger height. Mike
Romain and others here have had a problem with the collar wearing a
notch, that stops the throw out bearing's travel. Then having it apart
gives you another chance to mic it, and find the problem, because
allowing it to not fully release will cost you another set of sync
rings.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/

Ron Croonenberg wrote:
>
> Ok wait.. something new here.
>
> My CJ is a '79 and has teh '79 AMC I assume.
>
> I messed around with the clutch linkage so that it had more throw. that
> way I knew for sure that I could disengage the clutch all the way.
>
> if the problem is in the pressure plate then it means that it is inside
> the pressure plate ...right ? (can I have that checked ?)
>
> And what was the problem with the pilot hole ?
>
> In short : this is my Jeeps problem:
>
> The input shaft turns, even when the clutch is disengaged as far as I can.
>
> The input shaft of the tranny is turning.
> that can be caused by :
>
> [1] there's a bind between the input shaft and flywheel/crank
> [a] inputshaft is bottomed out and pressed against the crank
> [b] the inputshaft/bushing binds with the crank or simply drags
> [2] the clutch doesn't totally disengage
> [3] the thing is haunted
>
> am I correct ?
>
> if you could explain that frog pilot hole situation, then that might
> shed some more light on things
>
> thanks,
>
> Ron

 

Hi Ron,
Then the frog hole in the crank that will not except an American
size bearing is not your problem, I was just searching to see if you had
swap engines.
I believe you should take it apart and check the pressure plate, if
it's coming loose then you will see a difference in finger height. Mike
Romain and others here have had a problem with the collar wearing a
notch, that stops the throw out bearing's travel. Then having it apart
gives you another chance to mic it, and find the problem, because
allowing it to not fully release will cost you another set of sync
rings.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/

Ron Croonenberg wrote:
>
> Ok wait.. something new here.
>
> My CJ is a '79 and has teh '79 AMC I assume.
>
> I messed around with the clutch linkage so that it had more throw. that
> way I knew for sure that I could disengage the clutch all the way.
>
> if the problem is in the pressure plate then it means that it is inside
> the pressure plate ...right ? (can I have that checked ?)
>
> And what was the problem with the pilot hole ?
>
> In short : this is my Jeeps problem:
>
> The input shaft turns, even when the clutch is disengaged as far as I can.
>
> The input shaft of the tranny is turning.
> that can be caused by :
>
> [1] there's a bind between the input shaft and flywheel/crank
> [a] inputshaft is bottomed out and pressed against the crank
> [b] the inputshaft/bushing binds with the crank or simply drags
> [2] the clutch doesn't totally disengage
> [3] the thing is haunted
>
> am I correct ?
>
> if you could explain that frog pilot hole situation, then that might
> shed some more light on things
>
> thanks,
>
> Ron

 

Hi Ron,
Then the frog hole in the crank that will not except an American
size bearing is not your problem, I was just searching to see if you had
swap engines.
I believe you should take it apart and check the pressure plate, if
it's coming loose then you will see a difference in finger height. Mike
Romain and others here have had a problem with the collar wearing a
notch, that stops the throw out bearing's travel. Then having it apart
gives you another chance to mic it, and find the problem, because
allowing it to not fully release will cost you another set of sync
rings.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/

Ron Croonenberg wrote:
>
> Ok wait.. something new here.
>
> My CJ is a '79 and has teh '79 AMC I assume.
>
> I messed around with the clutch linkage so that it had more throw. that
> way I knew for sure that I could disengage the clutch all the way.
>
> if the problem is in the pressure plate then it means that it is inside
> the pressure plate ...right ? (can I have that checked ?)
>
> And what was the problem with the pilot hole ?
>
> In short : this is my Jeeps problem:
>
> The input shaft turns, even when the clutch is disengaged as far as I can.
>
> The input shaft of the tranny is turning.
> that can be caused by :
>
> [1] there's a bind between the input shaft and flywheel/crank
> [a] inputshaft is bottomed out and pressed against the crank
> [b] the inputshaft/bushing binds with the crank or simply drags
> [2] the clutch doesn't totally disengage
> [3] the thing is haunted
>
> am I correct ?
>
> if you could explain that frog pilot hole situation, then that might
> shed some more light on things
>
> thanks,
>
> Ron

 

Hi Bill,

thanks for your comments.

then maybe this is the problem:

the pressure plate and clutch disc were new/rebuilt
(you know how it works. you bring in the core and those are used to
build a new clutch, so I most likely have one of those and something
could be wrong with it ?)

I am going to take it apart. In order to figure out what is wrong do
you think a tranny shop can check a pressureplate and disc to see if it
is working correctly and within parameters ? I hate to buy a new clutch
if the assembly I have is working and isn't the problem.

once I eliminate that possible problem I can move on and finally get it
to work.

according to novak the problem most likely is an alignment problem,
caused by a warped bellhousing or something alike, but everone else I
talk to doesn't think that is the problem.

I am trying to figure out, collect, all possible problems, and then just
eliminate them one by one.


thanks,


Ron



L.W.(ßill) ------ III wrote:

> Hi Ron,
> Then the frog hole in the crank that will not except an American
> size bearing is not your problem, I was just searching to see if you had
> swap engines.
> I believe you should take it apart and check the pressure plate, if
> it's coming loose then you will see a difference in finger height. Mike
> Romain and others here have had a problem with the collar wearing a
> notch, that stops the throw out bearing's travel. Then having it apart
> gives you another chance to mic it, and find the problem, because
> allowing it to not fully release will cost you another set of sync
> rings.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> Ron Croonenberg wrote:
>
>>Ok wait.. something new here.
>>
>>My CJ is a '79 and has teh '79 AMC I assume.
>>
>>I messed around with the clutch linkage so that it had more throw. that
>>way I knew for sure that I could disengage the clutch all the way.
>>
>>if the problem is in the pressure plate then it means that it is inside
>>the pressure plate ...right ? (can I have that checked ?)
>>
>>And what was the problem with the pilot hole ?
>>
>>In short : this is my Jeeps problem:
>>
>>The input shaft turns, even when the clutch is disengaged as far as I can.
>>
>>The input shaft of the tranny is turning.
>>that can be caused by :
>>
>>[1] there's a bind between the input shaft and flywheel/crank
>> [a] inputshaft is bottomed out and pressed against the crank
>> [b] the inputshaft/bushing binds with the crank or simply drags
>>[2] the clutch doesn't totally disengage
>>[3] the thing is haunted
>>
>>am I correct ?
>>
>>if you could explain that frog pilot hole situation, then that might
>>shed some more light on things
>>
>>thanks,
>>
>>Ron

 

Hi Bill,

thanks for your comments.

then maybe this is the problem:

the pressure plate and clutch disc were new/rebuilt
(you know how it works. you bring in the core and those are used to
build a new clutch, so I most likely have one of those and something
could be wrong with it ?)

I am going to take it apart. In order to figure out what is wrong do
you think a tranny shop can check a pressureplate and disc to see if it
is working correctly and within parameters ? I hate to buy a new clutch
if the assembly I have is working and isn't the problem.

once I eliminate that possible problem I can move on and finally get it
to work.

according to novak the problem most likely is an alignment problem,
caused by a warped bellhousing or something alike, but everone else I
talk to doesn't think that is the problem.

I am trying to figure out, collect, all possible problems, and then just
eliminate them one by one.


thanks,


Ron



L.W.(ßill) ------ III wrote:

> Hi Ron,
> Then the frog hole in the crank that will not except an American
> size bearing is not your problem, I was just searching to see if you had
> swap engines.
> I believe you should take it apart and check the pressure plate, if
> it's coming loose then you will see a difference in finger height. Mike
> Romain and others here have had a problem with the collar wearing a
> notch, that stops the throw out bearing's travel. Then having it apart
> gives you another chance to mic it, and find the problem, because
> allowing it to not fully release will cost you another set of sync
> rings.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> Ron Croonenberg wrote:
>
>>Ok wait.. something new here.
>>
>>My CJ is a '79 and has teh '79 AMC I assume.
>>
>>I messed around with the clutch linkage so that it had more throw. that
>>way I knew for sure that I could disengage the clutch all the way.
>>
>>if the problem is in the pressure plate then it means that it is inside
>>the pressure plate ...right ? (can I have that checked ?)
>>
>>And what was the problem with the pilot hole ?
>>
>>In short : this is my Jeeps problem:
>>
>>The input shaft turns, even when the clutch is disengaged as far as I can.
>>
>>The input shaft of the tranny is turning.
>>that can be caused by :
>>
>>[1] there's a bind between the input shaft and flywheel/crank
>> [a] inputshaft is bottomed out and pressed against the crank
>> [b] the inputshaft/bushing binds with the crank or simply drags
>>[2] the clutch doesn't totally disengage
>>[3] the thing is haunted
>>
>>am I correct ?
>>
>>if you could explain that frog pilot hole situation, then that might
>>shed some more light on things
>>
>>thanks,
>>
>>Ron

 

Hi Bill,

thanks for your comments.

then maybe this is the problem:

the pressure plate and clutch disc were new/rebuilt
(you know how it works. you bring in the core and those are used to
build a new clutch, so I most likely have one of those and something
could be wrong with it ?)

I am going to take it apart. In order to figure out what is wrong do
you think a tranny shop can check a pressureplate and disc to see if it
is working correctly and within parameters ? I hate to buy a new clutch
if the assembly I have is working and isn't the problem.

once I eliminate that possible problem I can move on and finally get it
to work.

according to novak the problem most likely is an alignment problem,
caused by a warped bellhousing or something alike, but everone else I
talk to doesn't think that is the problem.

I am trying to figure out, collect, all possible problems, and then just
eliminate them one by one.


thanks,


Ron



L.W.(ßill) ------ III wrote:

> Hi Ron,
> Then the frog hole in the crank that will not except an American
> size bearing is not your problem, I was just searching to see if you had
> swap engines.
> I believe you should take it apart and check the pressure plate, if
> it's coming loose then you will see a difference in finger height. Mike
> Romain and others here have had a problem with the collar wearing a
> notch, that stops the throw out bearing's travel. Then having it apart
> gives you another chance to mic it, and find the problem, because
> allowing it to not fully release will cost you another set of sync
> rings.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> Ron Croonenberg wrote:
>
>>Ok wait.. something new here.
>>
>>My CJ is a '79 and has teh '79 AMC I assume.
>>
>>I messed around with the clutch linkage so that it had more throw. that
>>way I knew for sure that I could disengage the clutch all the way.
>>
>>if the problem is in the pressure plate then it means that it is inside
>>the pressure plate ...right ? (can I have that checked ?)
>>
>>And what was the problem with the pilot hole ?
>>
>>In short : this is my Jeeps problem:
>>
>>The input shaft turns, even when the clutch is disengaged as far as I can.
>>
>>The input shaft of the tranny is turning.
>>that can be caused by :
>>
>>[1] there's a bind between the input shaft and flywheel/crank
>> [a] inputshaft is bottomed out and pressed against the crank
>> [b] the inputshaft/bushing binds with the crank or simply drags
>>[2] the clutch doesn't totally disengage
>>[3] the thing is haunted
>>
>>am I correct ?
>>
>>if you could explain that frog pilot hole situation, then that might
>>shed some more light on things
>>
>>thanks,
>>
>>Ron