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  4. It’s Not Done Yet…but We’ve Got to Leave With the Ultimate Adventure Long Range Jeep #UA2020

It’s Not Done Yet…but We’ve Got to Leave With the Ultimate Adventure Long Range Jeep #UA2020

Part 23: Warn’s new 10K 8274, the wrong hood, and a last-minute flywheel/pressure plate issue.

Verne SimonsAuthor, Photography

Surprise! Getting things done ahead of schedule is something that 2020 just didn't have in store for us. UPS, the United Parcel Service, screwed up the delivery of one crucial part (more on that debacle of national proportions later), but we had to get the 2020 Ultimate Adventure Long Range Jeep driving and headed to Ultimate Adventure. First, we had to bolt on a few last goodies, like the brand-new 10,000-pound Warn 8274, add fluids, and get the thing running. Since we've done this before we thought we had the task in hand, but since it is 2020, things had to go sideways at least one more time.

Our first test drive yielded some odd behavior from the clutch. The jeep would hardly go into gear, and when it was in gear the clutch seemed to slip. With a call to our pal and world-renowned clutch expert Mr. Will Baty of Centerforce Clutches, we slowly put together what was probably the problem. Spoiler: With help from Will, our pal Rob Bonney's handy transmission jack, and Chad from Quick Draw Brands Adapters, we had the problem in hand and the car fixed in record time.

The issue was as follows. Quick Draw redrills the factory Cummins flywheel for a Jeep clutch and pressure plate. As Cummins does, Quick Draw does not countersink the bolt holes for the pressure plate (as Jeep does). That's because while torquey, the R2.8 from Cummins just doesn't spin fast enough to require shouldered bolts that help keep everything centered between the engine and transmission. The issue is that Jeep does counterdrill the pressure plate bolts, and so Centerforce Clutches sent us some nice ARP shouldered bolts for the Jeep pressure plate. The result was a tiny gap between the pressure plate and the flywheel that caused all our problems. Baty hit the nail on the head right out of the gate and suggested that this could be our problem. Without that help we might have spent hours figuring out the problem ourselves. The good news is the fix was relatively easy. The bad news is the transmission and transfer cases had to come out of the Jeep. That was made much easier when we borrowed a transmission jack from our friend Rob Bonney at Rob Bonney Fabrication.

To fix the problem we could have switched to non-shouldered bolts to hold the pressure plate to the flywheel, or we could countersink the holes on the flywheel and use the shouldered bolts supplied by Centerforce. We went with the latter solution. It solved all the issues.

Source:

Sponsors:
Cummins, 800.286.6467, www.cummins.com/engines/repower
Dana, 800.621.8084, spicerparts.com/applications/crateaxle
Falken Tire, www.falkentire.com/
IH Parts America, 530.274.1795, www.ihpartsamerica.com/
Offroad Design, 970.945.7777, www.offroaddesign.com/
onX Offroad, onxmaps.com/offroad-app
Quick Draw Brand, 513.446.9654, quickdrawbrand.com/
Quigley Motor Company, 800.233.9358, quigley4x4.com/
Skyjacker Suspension, 318.388.0816, skyjacker.com/
VooDoo Offroad, 844.866.3661, www.voodoooffroad.com/
Warn Winch, 800.543.9276, www.warn.com/

Other Sources:
Centerforce Clutch, 800.932.5882, www.centerforce.com
Rob Bonney Fabrication, robbonneyfab.com