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Grampa's Cj2a

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smfulle View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote smfulle Quote  Post ReplyReply Direct Link To This Post Posted: 08 Mar. 2021 at 4:17pm
had a weird weekend trying to get the new motor in. Lot's of little issues came up that kept me from getting very far.

First off I learned that there are different size aligning pins on some flywheels. The flywheel of the engine coming out and that I had planned to use on the new engine, had smaller pins with nuts that are the same size as the other flywheel bolts. The new engine crankshaft had larger aligning pins so that they would not fit into my intended flywheel. Luckily I had the original flywheel from the rebuilt motor, but the ring gear was bad. So ring gear swap. I'd never done that before.  Here's an Instagram video of what I did. Turn on the audio to hear me explain how I did it. 


So that held me up for an hour or so and finished out my Friday evening.

Next, I put the new pilot bushing on the nose of my transmission input shaft and it slid right on, but once i knocked it into the flywheel it was too tight and the  junk input shaft that I use for alignment wouldn't go in. My garage is not super equipped with stuff and the only thing I could think of to open the bushing up a little bit with was a piece of emery cloth rolled up.  So I spent about 40 minutes twisting that rolled up emery cloth in the bushing until I could get that shaft into it. After that, I finally got the new clutch bolted on. 

Next issue, I went to install the new oil pump that the machine shop  had sent and it would not go all the way in. I could not imagine what the deal was, brand new pump, spins fine, stops about 1.5-2 inches from seating.  Finally I pulled the old pump out of the old engine to look at it. Gears slope the wrong way. The new pump is a chain drive application and I have a gear drive engine.  Crap, Saturday afternoon, where am I going to get a correct pump and get on with this? I called my friend Dave Delight of Quick Draw Jeep Restorations. He does lots of war jeeps and I thought there might be a chance if he had a gear drive pump he might trade me. Halleluiah! He dug around under some other parts and junk and came up with a brand new pump.  So off to Dave's place. He's about 35 minutes from my house and he has lots of cool jeeps and projects going all the time. He likes to talk about them and I like to hear about them, so about two hours lost going to Dave's to swap pumps with him.

Next issue, I start to move stuff that is bolted to the top of the engine like the air filter cross over tube and the oil filter. The machine shop used head studs that were too short for any accessories to be bolted on using them. There just wasn't enough thread sticking out. So another hour shot swapping out about a half dozen head studs.  

Now it's 7:30. I haven't had any dinner and I am teaching a Sunday School class in the morning that I haven't even looked at and if I don't spend some time studying I'm going to be tap dancing instead of gospel teaching. 

Needless to say, the engine is still sitting on the floor. 



Stan
48 CJ2A (Grampa's Jeep)
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Post Options Post Options   Thanks (0) Thanks(0)   Quote LuzonRed47 Quote  Post ReplyReply Direct Link To This Post Posted: 08 Mar. 2021 at 4:42pm
Stan, thanks for the primer on installing a ring gear onto a Willys flywheel.

But, how did you get the old ring gear off?

CJ2A #140275 "Ziggie" (purchased new by my dad in 1947)
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1953 Strick M100 trailer
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Post Options Post Options   Thanks (0) Thanks(0)   Quote smfulle Quote  Post ReplyReply Direct Link To This Post Posted: 08 Mar. 2021 at 4:46pm
Originally posted by LuzonRed47 LuzonRed47 wrote:

Stan, thanks for the primer on installing a ring gear onto a Willys flywheel.

But, how did you get the old ring gear off?


I used a hammer and a big blunt nose punch.  Start knocking around the ring a bit at a time. Didn't take long to work it off. 
Stan
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Post Options Post Options   Thanks (0) Thanks(0)   Quote drm101 Quote  Post ReplyReply Direct Link To This Post Posted: 08 Mar. 2021 at 5:51pm
I thought I was the only one! You're making progress. Won't be long now. 
Dean
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Nothing Special Quote  Post ReplyReply Direct Link To This Post Posted: 08 Mar. 2021 at 9:57pm
Originally posted by smfulle smfulle wrote:

.... So ring gear swap. I'd never done that before.  Here's an Instagram video of what I did. Turn on the audio to hear me explain how I did it....

Wow, that was boring.  That's the best kind of unexpected project!  Thanks for sharing!
Bob

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Post Options Post Options   Thanks (0) Thanks(0)   Quote uncamoney Quote  Post ReplyReply Direct Link To This Post Posted: 08 Mar. 2021 at 10:05pm
Don't worry. I've done the change too. Nothing exciting about the repair.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote smfulle Quote  Post ReplyReply Direct Link To This Post Posted: 11 Mar. 2021 at 8:56pm
Well, it’s still hanging in the chain and not connected to anything, but at least it’s in its hole.








Stan
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Post Options Post Options   Thanks (0) Thanks(0)   Quote dasvis Quote  Post ReplyReply Direct Link To This Post Posted: 04 May 2021 at 8:00am
It's May already.   What's the latest?
 Smile
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Post Options Post Options   Thanks (0) Thanks(0)   Quote smfulle Quote  Post ReplyReply Direct Link To This Post Posted: 04 May 2021 at 1:30pm
Originally posted by dasvis dasvis wrote:

It's May already.   What's the latest?
 Smile

Went to Moab for two weeks bracketing Easter. Ran ok but I had some vapor lock issues. More on that later.







Stan
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Post Options Post Options   Thanks (0) Thanks(0)   Quote smfulle Quote  Post ReplyReply Direct Link To This Post Posted: Yesterday at 10:32am
Regarding vapor locking:
I started having this trouble intermittently a bit over a year ago. Happened most often at high altitude and on steep climbs. 
Things I've done
1. Replaced all fuel lines and the tank.
2. Insulated the fuel line from the tank forward to the carb except the rubber piece from the fender tothe fuel pump.
3. Installed a return line from just before the carb to the tank using a (I think) CJ5 fuel filter with a 2nd smaller outlet for the return.

This things helped some, but I still had trouble. At one point I opened the hood and poured some fuel down the carb throat that immediately boiled right in the throat. This was in Moab, on Hell's Revenge, and not a handy place to work on stuff.
Ran a coup[le of more trails in the next two days without any trouble, but that boiling in the throat got me thinking that my problem is a hot carburetor rather than hot fuel lines or pump. 

I checked the function of the heat riser and it was closing as designed when up to operating temp, so I pulled the manifolds to make sure it wasn't broken or rusted off inside the manifold. Everything was there and working fine. i did notice that if the shaft slid far enough in a certain direction that the weight could hang up on the spring stop bracket and not close properly. I am not convinced that this was the problem, but maybe. 

While I had it all apart I decided to add a "heat sink" under the carburetor made up of 3 aluminum plates separated by a paper gasket. Here's a video of what I'm doing.



It works fine around town. I'm headed to the Willys Rally in Moab in a couple of weeks and then we'll see how it does on a hot trail ride.
Stan
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