[Water Dog]

It could be something as minor as a broken clutch return spring in the bell housing, in which case, it's just more annoying than anything else. If that's what it is, it won't hurt anything. Watch the last few minutes of this video.

https://www.youtube.com/watch?v=mIXhdAG3qaE

 

[Water Dog]

The bearing does not spin when the clutch is engaged, it only spins up when depressed.

^^^this..! :thumb:

 

[Water Dog]

That spring is there to hold the clutch arm on the pivot arm untill the tranny has been stabbed, it isn't a return spring.
The pressure of the slave cyclinder rod keeps constant pressure on the pivot side and the throwout bearing is turning the whole time the motor is running.

You probably should go ahead and let Chrysler know that they are wrong and used the wrong terminology in the FSM. The fact is, that it is a return spring and if you have the transmission out sitting on the floor and pull the throw out arm forward, the spring will in fact pull the arm back when you release. If the slave cylinder maintained pressure on the throwout arm to keep the opposite end against the ball, it would also force the throwout bearing to constantly ride on the pressure plate, which it doesn't.

 

[Water Dog]

Ive watched the video and it makes perfect sense, I beleive im ready to diagnose. Now the question is, is it a must fix asap kind of problem? Or can it run like that? Thanks for the vid recomendation, and help Water Dog.

If that is in fact the problem, it won't hurt a thing to run it like that. The spinning pressure plate will keep the throw out bearing thrown off, it's mostly just the noise you'll have to live with. Typically the noise that is associated with a broken return spring is kind of a rattle...not sure if that is what you have or not.

 

[Water Dog]

Yeah, its just a constant tick tick tick tick tick. And when I press down on the clutch it dissapears. If I slightly press on the clutch to where the sound is almost surpressed and release the clutch slowly the sound stays away. From almost every angle its leading me to beleive its the spring.

Sounds like a good possibility.

 

[Water Dog]

So, Do you think the clip returns the arm when the tranny is stabbed? ha. The DA's at Chrysler didn't build the tranny, they have in the past and will in the future get shit wrong, recalls.

Do you think the hydraulic pressure in the master/slave system releases when the clutch isn't pushed?

Go out to your Jeep and push the clutch pedal. I bet you feel resistance from the very top. The few inches it takes for the clutch disc to disengage is the distance it takes for the pressure plate to release the disc off of the flywheel.

There exist an approximately 1/16" to 1/8" gap between the face of the throw out bearing and the pressure plate fingers (with the clutch up). Between the spinning pressure plate and the slight spring pressure of the return spring there is enough pressure to overcome the little bit of hydraulics left in the system that is already flowing back to the master cylinder from the pressure plate springs.

I can see that you aren't impressed by what the car maker has to say on the subject, but "just in case" they might know what they're talking about, here's an excerpt from the FSM. Notice that if the release arm brings the throw out bearing "into contact", that it must have been out of contact originally.

If you're still not convinced, I'm done here. BTW, I think I know how a clutch works, I've been doing them for forty years.

 

[Water Dog]

defiantly not your pilot bearing. It only moves when the pedal is down.

^^^x2

 

[Water Dog]

Really 40 years? And you don't know what a pilot bearing is either?

It is what supports the end of your input shaft and is located in the end of the crank shaft in the middle of the flywheel.
It spins the entire time the motor is running, maybe because it is pressed in the crank shaft.

Also have you ever put on a slave cyclinder or took one off? The bolts are long for a reason, because the rod puts pressure on the clutch fork the entire time. And the only thing to keep the clutch fork from stopping the forward motion is the fingers on the pressure plate.

OK now I'm done. TY,TYVM

The transmission input shaft is locked together with the end of the crank shaft (with the pilot between) if the clutch is disengaged (pedal up) so both shafts are turning the same speed with the "whole" pilot bearing spinning as an assembly, and not turning within itself...both races turning at the same speed.

 

[Water Dog]

Here's a good read from a very reputable source about how the different parts of a clutch work together.

The Novak Guide to Clutches, Linkages & Bellhousings for Jeeps