Discussion in 'Early CJ5 and CJ6 Tech' started by Focker, Feb 19, 2016.
Maybe. My TSM shows the ground being up front though connecting near the engine mount.
Thanks twin, you were right! Got the MC and bracket off. Into the evapo-rust bucket it goes. I’ll be reusing this one!
I have a 1969 CJ5 and bracket is the same as mine.
This is from CJ5 dale's post earlier. What is the ' Knob ' for in the passenger side 'V' cut ?
It’s a snubber that holds pressure on the spare tire to keep it from rattling.
Thanks .That's what I remember from my '69. My '75 doesn't have a 'V' on that side, but I know they offered the side mount spare as a option that year. Did that not have this snubber?
In '75, if it had the side-mounted spare, it would have had this bumper. '75 was the last year for this feature. Regardless of the spare mounting, a '75 would have the indent, but not the mushroom-bolt when equipped with the rear-mounted spare. The indent went away for 1976, and they used a rubber (?) doughnut mounted on the body. If you have an indent only on one side, I'd say someone used a '76-up panel to repair the passenger side.
I do not think the indent completely went away after '75. From what I can tell it seems the indent carried on with the cj5s that had tailgates, the cj5s that came with the solid back panel did not have the indent. This is just an observation on my part - nothing I have seen documented.
My Jeep Corp parts book shows the later flat doughnut bumper '77-up for the model 80 (CJ-5 and CJ-6 export) and '76-up for the 90 (CJ-7). The later bumper applies flat on the body steel, and would not work with the indent. A '76 CJ-5 with the indent seems possible.
Recall that the indent is a bow pocket for the military folding top. It is vestigial - there's not much reason to preserve it on later models.
I appreciate your knowledge, Tim & Thanks . I do know the entire history of my CJ. Here's a Pick when we did the body work , back in the mid 90's. My cousin was the original owner.
I have a 225 V6 that my uncle put in a 73 Toyota. My understanding is he pulled it from a CJ5, but my cousin who grew up driving it doesn't remember the specifics, and my uncle passed 30 years ago. He had modified a bell housing to accept either the stock 4-speed from the pickup or a 5-speed from a 70's Toyota Corona. The 4-speed is starting to have bearing or tooth issues, and I found another Corona 5-speed (probably the last one in the country). The flywheel is in great shape, but looking at the pressure plate, I'm thinking I should at least consider a new one as the contact area with the friction disc looks like it has some hard spots, and the tips of the diaphragm fingers are showing some wear. I'm having a hard time identifying the flywheel or pressure plate, however. The flywheel has about a 1/8" recess in the center, and the pressure plate is 10.5" from center to center of the bolt holes. In doing some looking online, it sounds like a Buick flywheel that requires a specific pressure plate, but I haven't been able to find anything beyond just a couple comments to that effect. Does anyone know how I can measure to confirm, or happen to know what the part number would be? Thanks!
What's this for & does anyone need it ?
Hi - Welcome from Boston!
I'm not the best expert here on the 225 clutches, but they did appear in both the diaphragm style and the Borg&Beck style. The 225 is basically 3/4 of the Buick 300 V8, and first appeared in small Buick cars '63-64 IIRC. The tooling and design was sold to Kaiser-Willys and the engine was used in the CJ and Jeepster 1966-71. Following AMC's acquisition of Jeep in 1970, the V6 tooling was sold back to GM who then offered a slightly revised 231 engine in their small cars in the mid 70s.
You could go to RockAuto and look at the pictures of clutch kits from these applications. Suggest you also confirm which engine you have and its origin - the site has a casting number document that you can compare with the numbers on your engine. http://www.earlycj5.com/xf_cj5/index.php?pages/Tech-Index/
Also the flywheel is specific to the odd-fire 225 (and 231?), and it seems very unlikely that you have the wrong flywheel for whatever engine you have. There should be a casting number on the flywheel. Confirming the identity of the engine would increase my parts-selection confidence.
Just noticed your question. The bolts you mention probably are for holding a bracket that has the throttle linkage support bar. Exclusive to the L-head and probably was on the F- head as well.
The only thing I could thing of at the time is that if they used a small line for the choke. I have a simillar thing on my 426 that uses pretty much a IIRC 5/16" hard line that goes into the auto choke
I dont have a good picture of the manifold side. but imagine if these had an auto choke it allowed for a line to go up to it from the exhaust manifold
WOW! I feel like my Roadrunner interest had spilled over to the Jeep forum ... 2 x 4bbl HEMI: nice!
Like I mentioned in my first post, the thermal choke support would have been a 3/16" DIA hole for such a line with this application, unless some kind of adapter was there? Hmmm.
My service manual has this image where you can see “tubes” coming out of those holes (circled) on the manifold and the heat collector. It also makes mention of “heat riser tubes”?
this isn’t much help I know. Other than this….”I got nothin”.
The reason that it's 3/8" is that the compression fitting is that size , for the 5/16" heat riser tube to the thermostatic choke. All missing ?
Looks like the original had a short pipe on the shield that the auto choke line went over, inside or through. do you happen to have a picture of what that line would have looked like?
I imagine that the line would have to have been attached to the actual exhaust manifold? or was it attached to the shield? if it was only attached to the shield why the hole in the manifold
I looked through the manual trying to find that but the manual doesn’t show the line. Even the other images of the engine in other sections of the manual doesn’t show it. Sorry about that.
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