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The 1969 Universal offered a "462" performance package. It was a limited-production model that featured the V6 engine, front bucket seats and a rear bench, roll bar, heavy-duty frame and springs, a locking differential, oil-pan skid plate, rear swing-out tire carrier, full wheel covers, ammeter, and oil pressure gauges; padded visors were optional.
Its drivetrain was the L-head 134.2 cu in (2.2 L) with a T-90 transmission and the Dana 18 transfer case. A few M38 Jeeps were fitted with a transmission power take-off (PTO) driven winch. This feature was not used in regular production models due to increased weight on the front of the vehicle, as well as additional maintenance requirements.
After Ford acquired Willys-Overland do Brasil, they reverted the engine to its former head design with an integral intake manifold. Ford also improved the cooling between cylinders 5 and 6 as well as incorporating a side-mounted oil filter instead of the front-mounted, hose-connected system designed by Willys. Applications: 1951–1952 Willys Aero
The DJ-3A was introduced in 1955 for the 1956 model year. It was inexpensive because it used Jeep's existing tooling and technology. [1] At the time, it was the lowest-priced production car offered in the United States, with a 1956 base price of US$1,284 (equivalent to $14,400 in 2023). [2]
He and others at Bantam immediately set about sourcing the right components: transmission, transfer case, driveshafts and axles. [5] Bantam's own engines made just 22 hp, [ 79 ] so a 112 cu in (1.8 L) Continental four-cylinder, making 45 horsepower and 86 lb⋅ft (117 N⋅m) of torque was selected, [ 80 ] mated to a Warner Gear transmission.
The Mahindra Major is powered by a 2.5-liter turbodiesel engine that produces 62 horsepower and 182 Nm of torque. It is mated to a five-speed manual transmission, and power is sent to all four wheels via a transfer case. The Major has a top speed of around 120 km/h and can accelerate from 0 to 60 km/h in around 10 seconds.
The first Nissan/Jatco transmission, the Jatco 3N71 transmission, used a simple naming scheme: the "3" meant "3-speed", and the remainder was the series number. Beginning in 1982, it gained a locking torque converter (L3N71b) for greater efficiency. (See L3N71 link below).
A new single-piece counter shaft also contributes to the greater torque capacity and durability enhancements. Other features of the new TR-6060 transmission include: Reduced friction in the shifter system courtesy of a new cam and anti-friction plunger to control the side load shift detents.
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