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  3. I realize this thread is a few years old but I have read through it several times gaining insight from the good pics and dialogue! Thanks guys mike
  4. For sure! That girl rarely leaves my side if I’m not at work. Hunting, fishing, yard work and working in the shop! She’s my partner in crime!
  5. Earlier
  6. Thanks Moses, I will look into it. Your right it is a fairly common 1 1/8” ID. 1 3/8 OD. I like the idea of full needle bearing in place of the caged/spaced needle bearings I have. Kind of like u-joints... may not swap them soon, I’m finally satisfied for now. Hitting the dunes for a week on the 4th, so that will be a good stress test!😄
  7. While performing a root cause analysis on the broken bolts in my timing cover I believe I have discovered the root cause! Hahahahaha. My daughter Capri may have been responsible!
  8. I also pulled the locking hubs apart, cleaned inspected and lubed them before reassembling them. All pieces looked to be in good shape and the hubs now turn freely in and out.
  9. I may have jumped the gun on the hubs and drums here. After researching what should be on the 3b, measuring the two hubs comparing them I decided to order a new drum and drill tap holes in the one hub to facilitate the drum? many thoughts? thanks, Mike
  10. Some parts arrived today so I changed gears from engine to front axle. Both hubs had play in the wheel bearings. When I took it apart I found that they were not set with a reasonable amount of preload or they backed off over time. to my surprise I found some good parts behind the drums! That was a plus. the bell crank was very sloppy, tie rod ends worn out and the passenger side had been welded. I rebuilt the bell rank with new parts and assembled the tie rods. New tie rods and new ends. I didn’t assemble it on the Jeep yet. Still trying to decide if I should open up the closed knuckle and inspect everything. It seems good and tight and the steering knuckle is smooth on the king pin bearings...... probably should open it up. side note two different style drums on the front axle. One inboard and one outboard. I believe the 3b came with outboard drums.
  11. ahmichigan...If there is a bearing number on the Crown part, the rest is simple. Bearings are on an international sizing standard. You can find a replacement, or even an improved upgrade/heavy duty bearing, at a major bearing supplier's catalog online. (Try Timken, SKF, NSK, Federal-Mogul, etc.) Simply use the interchange chart or conversion table at the catalog. Moses
  12. Mike...We need to talk over coffee at some point...Much more to our bios, many similar experiences to share! Moses
  13. Ahhhh chasing the elusive steelhead! One of the rivers I grew up on had a very strong winter run of 100% native steelhead. When I was younger you could fish it for these natives but now it is closed for steelhead. The rivers out on the peninsula still generate very strong steelhead runs although most of them are hatchery fish now. You have been a very busy guy and sounds like in addition to your career you have given back to the community in a significant way. I was born in Oceanside CA which is in Orange county and than we moved to WA state in 1975. Looking back on my career in maintenance two jobs stand out to me as my top one and two. In the Navy along with being an aviation structural mechanic I was a flight deck troubleshooter. Normally the top guys from each of the discipline were chosen to be flight deck troubleshooters. As flight deck trouble shooters we were responsible for performing pre-flight inspections on the jets as they taxied up to the catapult to get launched. We walked along the side of the jet and were positioned just under and outboard of the wing. The catapult would get hooked up to the nose landing gear, the jet would go to "full military power" the pilot would cycle all of his flight controls as we checked for issues, once we gave a thumbs up the steam piston went to full power and the catapult would drag the jet off of the deck. This process was repeated over and over for 12-16 hours a day depending on where we were operating. It was an adrenaline rush all day! The other would be the time I spent working in Alaska as a field mechanic for a logging company on the remote island of Afognak. I loved the work and loved the environment even more! I would leave the camp every morning about 6am and drive my shop truck to one of the logging sites. I would have a project to work on all day and support logging crews and their equipment if they had any issues come up. I would service the equipment at the end of the day and head back towards camp. With very long days in the summer I would usually stop and fish on my way home. When the silver salmon were running it would not be unusual to stop at a creek on the way to camp and pull a half dozen fish for the freezer or smoker! I love it in Alaska! May be time to head back at least for a vacation! I am not sure if I will ever build something that would call for a Dana 60 but... if I did I will note your comments above. As I work on this willys and source parts I am very pleased to find the availability and price point on these parts! It definitely makes the process more fun keeps the project moving along!
  14. Certainly not a bolt-on modification. there was some play between the needle bearings and the new pin, And I needed to tighten the pin to the point where there is some resistance. The Crown repair kit may not be that great. I may look into American made needle bearings, or the whole kit if anyone knows a good source? Thanks adam
  15. Wow, Adam! This changeover is involved. Can see where this went. You now have a heavy duty bellcrank upgrade! Moses
  16. Mike, aren't the Jeep vintage vehicles great for repro parts! The rear bumper will work well, amazing that the market is still supported at this level. As for the unused lock tab on the bearing, that's on par. Our neighbor up the block has a JK Wrangler Unlimited built to the nines for the Rubicon Trail and hardcore wheeling. He has aftermarket Dana 60 front and rear axles that cost a small fortune. The manufacturer (name withheld to prevent a pissing match), went off on its own tangent with the full-floating front hub bearing arrangement. The design, two nuts without a key way-indexed thrust washer placed between the inner nut and the outer wheel bearing, guaranteed that the nuts would work loose at some point. They did. At the left side of the vehicle, the right hand thread nuts and thin tin lock plate came loose. There was no stack height on the stubby aftermarket spindles to install thrust washers. I am a stickler for OEM engineering as a baseline. There is a Ford OEM application prototype (F450 live full-floating front axle) that offers the correct thrust washer, nuts and lock tab sequencing. Unfortunately, the aftermarket manufacturer decided that off-roaders would like a stubby spindle with no stick-out like a stock Ford spindle and hub; this meant no room for an OEM type key way indexed thrust washer, an inner adjuster nut, a lock plate and an outer lock nut. Two nuts jammed against each other with no inner thrust washer does not work when the weight of a vehicle pushes the hub bearings outward, directly against the inner nut. The left side nuts (right hand thread) and flimsy lock plate came loose. Many companies are more concerned about product liability insurance than proper engineering. The owner shared the issue with the manufacturer, this was clearly a safety issue, and the concern fell on deaf ears. If I wanted Dana 60 axles under a Jeep, my first stop would be a recycling yard for Ford F350/F450 prototype beam axles. Cut and relocate the spring perches. Save $5000 per axle. Moses
  17. Rear crossmember/bumper showed up today so I hung it loosely with a couple carriage bolts I had in the garage from building a utility trailer.
  18. Some parts arrived today so I changed gears from engine to front axle. Both hubs had play in the wheel bearings. When I took it apart I found that they were not set with a reasonable amount of preload or they backed off over time. to my surprise I found some good parts behind the drums! That was a plus. the bell crank was very sloppy, tie rod ends worn out and the passenger side had been welded. I rebuilt the bell rank with new parts and assembled the tie rods. New tie rods and new ends. I didn’t assemble it on the Jeep yet. Still trying to decide if I should open up the closed knuckle and inspect everything. It seems good and tight and the steering knuckle is smooth on the king pin bearings...... probably should open it up. side note two different style drums on the front axle. One inboard and one outboard. I believe the 3b came with outboard drums.
  19. Moses it is a small world after all. I do love and miss the Pacific Northwest but middle Georgia is where my career has taken me for the time being. I have a sister in Eugene and a brother in Florence OR out on the coast. You have had an amazing career and sounds like there is more in store for you with the video projects. It is a great sense of accomplishment to know that the equipment you maintain is out there rolling up and down the road every day. I worked with some folks back in WA that had worked for Pope in OR many years back. I have been in the sawmills now for 20 years. the first 5 in maintenance and the last 15 in management. The industry has changed significantly in 20 years. I often talk to my crews about how sawing lumber hasn't changed in hundreds of years. Trees are still fat at the bottom and skinny at the top and we are sawing them into square edged dimensions! What has changed is the technology and expectation to get more lumber from every log. Our industry like many others has found it extremely difficult to source and hire for the skilled trades. Mechanics, millwrights, electricians and welders. Young people lost interest some time ago and our industries are suffering as a result. Interfor has developed an apprenticeship program that is recognized by the Department of Labor and is administered and certified through the Northern Alberta Institute of Technology or NAIT. I represent Interfor's South region as a member of the "steering committee" for this program. Our apprentices spend three years learning the trade through hands on training, classroom work. At the end of the program the apprentices that complete the program successfully earn a journeyman millwright card recognized by the DOL. The program is completely free to the students and they have not obligation to stay with Interfor when they complete the program. It is our hope that if we treat them right they will choose to stay with us. It is a great program yet I am still surprised at the lack of interest from our crews. The program is open to all employees not only maintenance crews. We normally start off with a lot of interest but when they find out that they will have to work hard for this privilege most lose interest. Still we consider the program to be a success. We have graduated our first class this year with roughly 75% of the original students completing the program. Lock nuts.... In my experience the nylock nuts are best used in applications where they will be removed for maintenance in 6-12 months. As you stated they do not hold up to heat and vibrations well. They also tend to be taller than a top lock nut so if space is a constraint they may be an issue. We did use them on jet aircraft in the Navy but not on any of the powerplant or structural stuff. They were often used with clamps on electrical harnesses under the skin of the fuselage. In the sawmill we will use them in low impact applications and areas that our maintenance guys can do their dynamic PMs while the equipment is running and they can see it. This flange bearing is a good example. Here is something interesting. That flange bearing is one of 8 on a set of planer outfeed belts. We purchased them from a vendor as complete units ready to drop in and hook up as part of the project. Of the 8 bearings only one bearing had the locking collar tab locked in place on the nut. The others did not have any of the tabs locked into the nut. It is those small details that will keep your equipment running at maximum up time.
  20. Thanks Moses, That looks like a painstaking process. Thanks for sharing the articles. When I was 16 I went to work for a small logging company on WA states Olympic Peninsula where I grew up. The owner pinched every penny and I had the opportunity to work on some very old and very unusual equipment. I did all of the tire work on the log trucks and dump trucks in the beginning and so of course left hand threads were normal for these heavy trucks. I worked for this logging company in the shop for 3 years before graduating high school and joining the Navy. So in a short 6 months I went from working on worn out old logging equipment in an old shop and in the mud and muck to maintaining multimillion dollar jet aircraft! What I have found through the years is that no matter if its a 50 year old 4wd or a brand new jet aircraft the mechanical theories and principles are the same. I have spent most of my career as a mechanic and millwright. Now I manage a sawmill in GA for one of the largest sawmill companies in the world. https://interfor.com/ We are in the middle of upgrading a 1973 southern yellow pine sawmill to a state of the art sawmill. In all the investment will be around $100 million. Most of the folks in my maintenance department have been working on the old iron in a reactive mode. Getting them switched to proactive maintenance may prove to be a challenge. Even though it is all new it still requires maintenance every day. Any how. The double nut. Yes I will get a lock nut to replace the double nut. It seemed odd that the kit came with a nut and flat washer and no lock nut or lock washer. I spun it on there because it seemed odd that there was not lock nut.
  21. Mike...Ah, more things in common! Though northern Nevada has been home the majority of my life, we spent five years at the Eugene-Springfield-Oakridge Area while I attended U of O. We returned later for a four-year stint, and I completed the Jeep Owner's Bible, Ford F-Series Pickup Owner's Bible and the Chevrolet & GMC Light Truck Owner's Bible (Bentley Publishers) at Oakridge. I continued writing columns and tech features regularly for magazines plus a weekly column for the Portland Oregonian. A close friend (Kirk Rogers) from Oakridge retired recently from a career that began during his high school senior year at Pope & Talbot (Oakridge). He went "off the hill" to Georgia Pacific (Springfield), then finished as a millright and superintendent for Cascade Pacific Pulp at Halsey. They did a $15M renovation just prior to his retirement. Great background in each of your cases. What the three of us share in common is preventive maintenance. My earliest years as a professional wrench were spent as a light- and medium-duty truck fleet mechanic working at the engineering department of a large general hospital. We had resources, my supervisor was quality oriented, and I was able to do by-the-book work, which suited me well. Stakes were high, and my goal was zero breakdowns with a fleet of 22 service vehicles. Preventive maintenance is the only way to achieve these goals, work must be done properly...I've been at this professionally for 52 years, and to this day, knock on wood, at the personal level we have never been stranded alongside a road or in need of road service. I can see that your work environment is high stakes, too, a hugely responsible job and career! So, let's be academic and textbook with this CJ-3B. A single nut is sufficient on the bellcrank pinch bolt. The pin is clamped with the split casting, which provides some degree of tension. A self-locking, all steel nut will suffice. I'm not a fan of nyloc nuts, perhaps you have a different opinion from your jet aircraft background. Nylon fasteners deteriorate from atmospheric stresses, high heat, load stresses and chemical reactions. I'm okay with the older Willys slotted tension nuts like your bellcrank pin uses, though this nut design is now a specialty and more difficult to source. In modern hardware, I like the high-grade, deformed head (toplock) nuts; they hold torque settings well and remain resistant to loosening through their service life. You work with high-end machinery and vibration. What are your thoughts? Moses
  22. It is all together and so far so good. definately a path less traveled, but it does make the steering quite a bit tighter.👍
  23. Thanks Moses, That looks like a painstaking process. Thanks for sharing the articles. When I was 16 I went to work for a small logging company on WA states Olympic Peninsula where I grew up. The owner pinched every penny and I had the opportunity to work on some very old and very unusual equipment. I did all of the tire work on the log trucks and dump trucks in the beginning and so of course left hand threads were normal for these heavy trucks. I worked for this logging company in the shop for 3 years before graduating high school and joining the Navy. So in a short 6 months I went from working on worn out old logging equipment in an old shop and in the mud and muck to maintaining multimillion dollar jet aircraft! What I have found through the years is that no matter if its a 50 year old 4wd or a brand new jet aircraft the mechanical theories and principles are the same. I have spent most of my career as a mechanic and millwright. Now I manage a sawmill in GA for one of the largest sawmill companies in the world. https://interfor.com/ We are in the middle of upgrading a 1973 southern yellow pine sawmill to a state of the art sawmill. In all the investment will be around $100 million. We will finish phase one in the next few weeks. Most of the folks in my maintenance department have been working on the old iron in a reactive mode. Getting them switched to proactive maintenance may prove to be a challenge. Even though it is all new it still requires maintenance every day. Any how. The double nut. Yes I will get a lock nut to replace the double nut. It seemed odd that the kit came with a nut and flat washer and no lock nut or lock washer. I spun it on there because it seemed odd that there was not lock nut.
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