Shift Levers Galore - explained

[Jim]

OK Folks, this old picture hit my desk today and I'm curious - what do each of the levers accomplish?

1 - Main transmission gear range
2 -
3 -
4 -
5 -
6 -

Outputs
A -
B -
C -

[FINOCJ]

ok...quiz tomorrow....
#1 transmission
#2 Warn Overdrive (which is really a gear splitter) - just like the one I have on the cj
#3 D18 transfer case - 2wd-4wd control (technically called front axle engagement)
#4 D18 transfer case - hi-lo range shifter
#5&#6 PTO engagement levers (one is for the front PTO and one is for the rear PTO - I don't know which is which). Most 50-70 4wds used PTO driven winches until electric winches became the norm. And of course, cj's had a history as farm implements so they had PTO front and rear to run traditional equipment from mowers, to tillers, to small drilling rigs etc

[FINOCJ]

FWIW - you can see parts of this set-up on my cj or willys without the PTO levers (although the cj has the floor cover plates in place for the PTO levers). Also, in later years, some of the D18 transfer cases went to a single stick that controlled both the hi-lo range and the 2wd-4wd engagement. My cj has the warn OD, but the single stick D18 (so 3 shifters). The willys has the original twin stick D18, but currently no Warn OD (although if I can sweet talk Jen into expanding my budget....currently 3 shifters, but hoping for 4 - remember the more shifters the better - keeps thieves away). The D18/D20/D300 transfer cases all have similar designs, and all can be set-up with a twin stick, although only the D18 ever came with it it originally (I think - its possible some early full size jeep trucks/wagoneers that got the first versions of the D20 might have been twin stick - not 100% sure - and same for early broncos and scouts which also used many of the same Dana components). I think these days, most people want the 'twin stick' look for 'cool factor', but there is some advantage to having a 2lo option. By disengaging the front axle, steering is a bit easier, which is nice for manual steering, and in some modern cases, with full front lockers, being able to disengage the front axle makes the front turning radius a bit sharper. The cheap and energetic mans version of this - which if I install the D27 front powerlock in the cj with manual steering might be me - is to get out and unlock one or both of the manual locking hubs for tight switchback turns.

[FINOCJ]

Here is what it would look like from inside the cab with floorpans etc (I keep this on my desktop):

[Jim]

Thanks!

I updated the picture and added A/B/C. From what you have, C is a PTO (rear?? where would forward PTO be located??) with B being front driveshaft and A rear driveshaft?

[FINOCJ]

Adding more I see:
Output A is rear drive shaft (the big round thing is the infamous transfer case mounting parking drum/brake - same as what I have on my cj). The rear driveshaft is offset to the passenger side as you can see, and when you look under an old jeep (before 1972), you will the rear differential is also mounted offset to the passenger side.
Output B is the front driveshaft - also offset to the passenger side. Classically, old jeeps have both the front and rear axle pumpkins inline and offset to the passenger side - this is often really helpful in allowing a relatively small tired jeep (by todays standards) to straddle over a big rock or whatnot as there is a pretty wide and high 'tunnel' under the driver side.
Output C is the rear PTO....
Unmarked, but just off to the driverside of output C is the the front PTO - the font PTO jackshaft has to thread the needle up to the front bumper staying on the driver side of the transmission and engine block, but passenger side of the frame mounted pedals and brake cylinder, avoid the clutch linkage/pivot bar, stay passenger of the ross steering box and forward acting drag link, go under the engine mount, avoid the steering bellcrank and stay above the tie-rod, and if a v6, squeeze past the driver side front dump exhaust....but it all fits nicely on OEM set-ups....but when people start modding stuff like improving the steering, changing the pedals etc, the front PTO gets difficult. Rear PTOs were much more common on flat fender jeeps as they were more farm equipment, whereas the later cj5s became more transportation focused....the front PTO stayed around for the winch mostly.

[FINOCJ]

There is a whole culture of early cj jeepers that are focused on the agri-jeep heritage as opposed to military or 4wd....There are more jeep implements that you can imagine...a quick google search will lead you to more videos than you could ever want....here is just one:

[FINOCJ]

And since you got me started...this one is a favorite....this was 1954 promotional video that was promoting the upcoming 1955 model year cj5s (the first year of the round fender cj5!)

[speedkills]

I'm glad I'm not the only one that enjoys those types of vids. While I never plan to own any of the implements I do enjoy watching youtube vids of Unimogs with all kind of similar implements. Also, that red interior of the Jeep is just gorgeous.