oil capacity JEEP CJ 1953 Service Manual

B

LUBRICATION
B-72.
Powr-Lok
or Trac-Lok
Differential

Refer
to Par. B-53.

B-73.
PARTS
REQUIRING
NO
LUBRICATION

B-74.
Water Pump Bearing,
Clutch
Release
Bearing

The
water pump and clutch release bearings are

prelubricated
for life when manufactured and cannot be relubricated.

B-7S.
Starter
Motor
Bearings

The
starting motor bearings are lubricated at assembly to last
between
normal rebuild periods.

B-76.
Alternator Bearings

The
alternator bearings are lubricated at assembly

and
require no further lubrication.

B-77.
Springs

The
vehicle springs should not be lubricated. At assembly the leaves are coated with a long-lasting

special
lubricant which is designed to last the life
of the springs. Spraying with the usual mixture of
oil
and kerosene has a tendency to wash this
lubri­

cant
from
between
the leaves, making it necessary
to relubricate
often
to eliminate squeaking.

B-78.
Shock Absorbers

Hydraulic
direct-action shock absorbers are per­ manently sealed and require no periodic
lubrica­

tion service. Shock absorber mounting bushings
are
not to be lubricated.

B-79.
LUBRICATION
REQUIREMENTS
FOR
OFF-HIGHWAY
OPERATION

Adequate lubrication
becomes
increasingly im­ portant when vehicles are used in off-highway
operation. Under
these
conditions all operating
parts
of both the
engine
and chassis are subjected
to unusual pressures. At the same time such operation is usually under abnormal dust and
dirt

conditions making additional precautions neces­

sary.
The importance of correct lubrication for
the conditions of operation cannot be overestimated.

B-80.
Engine
Oil

It
is important, that the oil in a new or rebuilt
engine
be changed after the first
eight
or ten hours
of operation, and for heavy, dusty work, every 50

hours
thereafter. Watch the condition of the oil closely and change it immediately if it appears to
be contaminated.

i-Il.
Engine
Oil
Filter

Replace
the oil filter at the end of the first 100

hours
of service. Under extreme operating con­ ditions, more frequent replacement may be re­
quired.
The condition of the oil is a reliable

indicator
of the condition of the filter element.
If
the oil
becomes
discolored and shows evidence
of contamination, change the filter without delay.
(Refer
to
Par.
B-10, B-ll for the correct procedure
for replacing the oil filter.)

B-82.
Air Cleaner

Care
of the air cleaner is extremely vital to the life of the engine. Pay particular attention to the
amount of dust and
dirt
in the air taken into the

engine
through the air cleaner. When dust is not
noticeable in the air, service the air cleaner each scheduled maintenance period. Whenever the air is
noticeably dusty (for example when the vehicle is

driven
on secondary roads or through fields) then
service the air cleaner more frequently. Under extreme continually dusty and dirty conditions
where the vehicle operates in clouds of dust and

dirt,
service the air cleaner daily. (Refer to Par.
B-24
thru
B-26 for service procedures.)

B-83.
Chassis
Lubrication

The
period of lubrication depends entirely upon the type of work being done. Using the specified

interval
given in the Service Maintenance Schedule as a guide, lubricate at safe intervals required for
the particular type of operation. Under extremely
dusty conditions lubricate
these
points daily. Be

sure
to force enough lubricant into each fitting to force out the old lubricant which might be con­
taminated with grit and which would cause
rapid

wear
if allowed to remain.
Do not place lubricant on the various
ball
and socket joints or pivot points of the lift linkage as
dirt
will
accumulate to form an abrasive mix­

ture.
It is
best
to simply wipe
these
parts clean

with
a cloth.

B-84.
Front
Axle
Shaft Universal Joints

For
off-highway use remove the universal joints twice yearly, thoroughly clean both the housings

and
joints with a suitable solvent, and
refill
the
housings to the
fill
plug opening levels with the

correct
lubricant as given in the
Lubrication
Specifications.

B-85.
Transmission and Transfer
Case

The
combined capacity of the two housings is
small
for economy, making it important that the

lubricant
be changed at regular intervals. For off-highway use
drain
both housings every 300

hours
of operation and
refill
to the
fill
plug opening
levels. Refer to B-35 through B-37 when changing

lubricant.

B-86.
Front and
Rear
Axle
Differentials

Because of the higher pressure developed in the
axle assemblies with heavy duty operation,
drain,

flush,
and
refill
the differential assemblies each 300 hours of operation. Use only flushing oil or light
engine
oil to clean out the housings (except

Powr-Lok
and
Trac-Lok
differentials). Refer to
Par.
B-52 and B-53 for draining and flushing

differential.
18

c

TUNE-UP
C-10.
Distributor
Service

The
distributor cap should be inspected for
cracks,

carbon runners and evidence of arcing. If any
of
these
conditions exists, the cap should be re­
placed.
Clean
any corroded high tension terminals. Inspect the rotor for cracks or evidence of
exces­

sive burning at the end of the metal strip. After

a
distributor rotor has had normal use the end
of the rotor
will
become
burned. If burning is found
on top of the rotor it indicates the rotor is too
short and
needs
replacing. Usually when this con­
dition is found the distributor cap
segment
will

be burned on the horizontal face and the cap
will

also need replacing.
Check
the condenser lead for broken wires or

frayed
insulation.
Clean
and tighten the connec­
tions
on the terminal
posts.
Be sure the condenser
is mounted firmly on the distributor for a
good
ground connection. Should a condenser tester be available the capacity
should be checked. In the absence of a tester check
by substituting a new condenser.
Examine
the distributor
points
(Fig.
C-ll).
If
they

show wear, poor mating, transferred metal, or pitting, then new
ones
should be installed.
Clean

the
points
with a suitable solvent and a stiff
bristled brush.
Check
the alignment of the point for a
full,
square
contact. If not correctly aligned, bend the station­
ary
contact bracket slightly to provide alignment,

a.
Hurricane F4 Engine (Prestolite).

The
contact gap of the distributor point on the

Hurricane
F4
engine
should be set at .020"
[0,508

mm.],
measured with a wire
gauge.
Adjustment of
the gap is accomplished by
loosening
the lock screw and turning adjusting eccentric screw (Fig.
C-12)
until correct gap is secured. Be sure that the
fiber block on the breaker arm is resting on the
highest point on the cam while the adjustment is being made. Recheck the gap after locking the
adjustment.

Apply
a thin film of cam lubricant to the cam to
lessen fiber block wear. Should a condenser tester be available the capacity
should check from .21 to .25 microfarads. In the
absence of a tester check by substituting a new
condenser.

Check
point contact spring pressure, which should
be
between
17 and 20
ounces
[0,487
a 0,56 kg.].
Check
with a spring scale hooked on the breaker

arm
at the contact and pull at right
angle
to the

breaker
arm. Make the reading just as the
points

separate. Adjust the point pressure by
loosening
the stud holding the end of the contact arm spring

and
slide the end of the spring in or out as neces­

sary.
Retighten the stud and recheck the pressure. Too low a pressure
will
cause
engine
missing at
high
speeds.
Too high a pressure
will
cause rapid wear of the cam, block, and points.
b. Dauntless V-6 Engine (Delco).

The
spark advance is fully automatic being con­
trolled by built-in centrifugal weights, and by a vacuum advance system (Fig.
C-13).
The same
checking procedures are used as (a)
above
except,

the capacity of the condenser must be .18 to .23 microfarads and the contact gap should be set at
.016"
[0,406
mm.]. Adjustment of the gap is made
by rotating the socket head adjustment screw with
a
Vs" [3,86 mm.] Allen wrench (Fig.
C-14).

The
contact spring pressure must be 19 to 23 ozs.
[0,538
a
0,652
gr.] and the cam dwell
angle
is

30°,
with distributor vacuum line disconnected.
The
preferred method of adjusting cam dwell re­
quires turning of the adjusting screw until the specific dwell
angle
is obtained as measured by a
dwell
angle
meter. Refer to Par. C-l7. To adjust
the cam dwell by an alternate method, turn the adjusting screw in (clockwise) until the
engine

FIG.
C-12—PRESTOLITE DISTRIBUTOR HURRICANE F4 ENGINE
1— Condenser
2—
Lubricating
Wick

3—
Breaker
Cam
4—
Breaker
Arm Pivot 5—
Distributor
Cap (Rotation &
Firing
Order)
6—
Distributor
Points 7— Adjustment
Lock
Screw
8—
Adjusting
Eccentric
Screw
9—
Oiler

10—Primary
Wire
26

Dl

DAUNTLESS
V-6
ENGINE
D1-10S. DAUNTLESS V-6 ENGINE SPECIFICATIONS—Continued

LUBRICATION SYSTEM:
Type of Lubrication:

Main
Beasings
Connecting
Rod Bearings

Piston
Pins. Camshaft Bearings
Rocker Arms
Timing
Chain

Cylinder
Walls

Oil
Pump: Type
Drive
Normal Oil Pressure
Oil
Pressure
Sending
Unit. .

Oil
Intake
Oil
Filter
System

Filter
Type

Crankcase
Capacity:
Without
Filter

With
Filter.
English

Pressure
Pressure Splash
Pressure
Pressure
Splash and
Nozzle
Splash and
Nozzle

Gear

Camshaft Gear

33
psi. at
2400
rpm.
Electrical

Screened
Tube

Full
Flow Type
Throwaway Element and Can
4 qt.
5
qt. Metric
2,32 kg-cm2 at
2400
rpm.
3,8
ltr.
4,7 ltr. 108

E

FUEL
SYSTEM E-79.
FUEL
SYSTEM SPECIFICATIONS
(Continued)

MODEL
EARLY
MODEL
HURRICANE
F4
EARLY
MODEL
DAUNTLESS
V-6

AIR CLEANER:
Type
Oil
Bath

Oil
Bath

FUEL
TANK: 10H
gal. [39,75 ltr.]
10lA
gal. [39,75 ltr.]

Location
Under
Driver's Seat

Under
Driver's Seat

FUEL
PUMP:
AC
or
Carter
A.C.

Model
5594032
21955

6440515

Type..
Diaphragm,
serviceable unit
Disposable unit

FUEL
FILTER:
Tank
unit only
Left
side of engine, plus tank unit

MODEL
LATE
MODEL
HURRICANE
F4
LATE
MODEL
DAUNTLESS
V-6

AIR CLEANER:
Type...
Oil
Bath

Dry
Type

FUEL
TANK:
Capacity
16 gal. [60,57 ltr.]
16 gal. [60,57 ltr.]
Between frame
rails,
rear
of vehicle Between frame
rails,
rear
of vehicle

FUEL
PUMP:
Make.
Carter

A.C.

Model.
. 4574-S

6440515

Type
Diaphragm,
serviceable unit
Disposable unit

FUEL
FILTER:
Left
side of engine, plus tank unit
Left
side of engine, plus tank unit 136

H

ELECTRICAL
SYSTEM

ffKHs)

3—<§)

FIG.
H-7—WIRING
DIAGRAM—V6
ENGINE
CURRENT
MODEL
1—
Left
Headlamp
2—Left Parking and Signal Lamp
3— Right Parking and Signal Lamp
4—Right Headlamp 5—
Marker
Lamp — Amber
6— Alternator 7— Voltage Regulator
8— Starting Motor
9— Battery Ground Cable
10— 12 Volt Battery
11—
Flasher
(Directional Signal)
12— Instrument Cluster
A—Hi-Beam
Indicator
B—Auxiliary

C—Instrument
Lights

D—Oil
Pressure Indicator
E—Charging
Indicator

F—Temperature
Indicator

G—Fuel
Gauge Indicator
H—Instrument Voltage Regulator
13— Ignition and Starter Switch
14—
Horn
Button
15— Directional Signal Switch
16— 4-Way Flasher Switch 17—
Flasher
(4-Way)
18— Windshield Wiper Motor Switch
19—
Main
Light Switch
20—
Fuel
Gauge
Tank
Unit
21—
Back-Up
Light Switch
22—
Marker
Lamp — Red
23— Right
Tail
and
Stop
Light 24— Right Back-Up Lamp
25—
Left
Back-Up Lamp 26—
Left
Tail
and
Stop
Light
27—
Marker
Lamp — Red
28—
Stop
Light Switch
29— Foot Dimmer Switch
30— Windshield Wiper Motor Assembly
31—
Ballast
Resistor 32— Ignition
Coil

33—
Spark
Plugs and Cables 34— Temperature Sending Unit
35—
Oil
Pressure Sending Unit 36—
Horn
37— Junction Block
38—
Marker
Lamp — Amber

lions
on the terminal
posts.
Be sure
condenser
is
mounted
firmly on the distributor for a
good
ground
connection.

Should a
condenser
tester
be available the capacity for
both
F4 and Prestolite V6
condenser
should
check from .25 to .28 microfarads. In the
absence

of
tester,
check by substituting a new
condenser.

H-13. Distributor Points
a. Examine the distributor
points.
If
they
show

wear,
poor
mating, transferred metal, or pitting,

then
new
ones
should be installed. Clean the
points

with a suitable
solvent
and a stiff bristled brush.
b. Check the
alignment
of the
point
for a full,
square
contact.
If not correctly aligned, bend the
stationary
contact
bracket slightly to provide align­
ment.

c. The
contact
gap should be set at .020"
[0,508
mm.],
on the F4 and .016"
[0,406
mm.] on the
Prestolite V6. Adjustment of the gap is accom­ plished by
loosening
the lock screw and turning adjusting eccentric screw until correct gap is
secured. Be sure that the fiber block on the breaker

arm
is resting on the
highest
point
on the cam while the adjustment is
being
made. Recheck the gap
after locking the adjustment.
d. Apply a thin film of cam lubricant to the cam to
lessen
fiber block wear.
e. Using Tool C-4094, check
point
contact
spring
pressure, which should be
between
17 and 20

ounces
[0,487
a
0,567
kg.] on the F4 and 17 to 22 oz.
[0,487
a
0,624
kg.] on the Prestolite V6.

Check
with a spring scale
hooked
on the breaker

arm
at the
contact
and pull at right
angle
to the
breaker arm. Make the reading just as the
points

separate. Adjust the
point
pressure by
loosening
the stud holding the end of the
contact
arm spring
and slide the end of the spring in or out as
neces­

sary.
Retighten the stud and recheck the pressure. Too low a- pressure will
cause
engine
missing at
high
speeds.
Too high a pressure will
cause
rapid
wear of the cam, block, and
points.
180

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
|
13399

FIG.
H-10—DELCO
DISTRIBUTOR—
DAUNTLESS
V-6
ENGINE

1—
Rotor
8—Vacuum
Unit

2—
Window
9—Breaker Cam
3—
All
Weather Cap
10—Drive
Gear

4—
Cap
Latch
11—Primary Lead 5—
Rotor
Mounting
Screw 12—Contact Set
6—
Lock
Washer 13—Condenser

7—
Advance
Mechanism
by
built-in
centrifugal weights, and by a vacuum

advance
system. Contact point opening is adjusted
through
a window in the distributor cap
while
the engine is
idling.
Some
parts
of the distributor may be checked or replaced
with
the distributor mount­
ed on the engine, but it is
best
to remove it periodi­
cally
for a thorough check. Information on
parts

which
can be serviced without removal is given
below.

Note:
Prestolite and Delco distributors are inter­

changeable
on V-6 engine equipped vehicles.

H-21.
Distributor Cap
The distributor cap should be inspected for cracks,
carbon runners and evidence of arcing. If any of

these
conditions exist, the cap should be replaced. Clean any corroded high tension terminals.

H-22.
Rotor
Inspect the rotor for cracks or evidence of
exces­

sive burning at the end of the metal strip.
After
a distributor rotor has had normal use, the
end of the rotor
will
become
burned. If burning is
found
on top of the rotor it indicates the rotor is too short and
needs
replacing. Usually when this
condition
is found the distributor cap
segment
will

be burned on the horizontal face and the cap
will

also
need
replacing.
H-23.
Condenser
The
condenser
prolongs the
life
of the distributor
points by preventing arcing at the contacts. It
also

provides a hotter spark by creating a
reverse
surge

of
current
which
rapidly
breaks
down the magnetic
field
of the
coil
by demagnetizing the core. Should
the
ccnaenser
be leaky a weak spark
will
result. Check the
condenser
lead for broken wires or

frayed
insulation.
Clean and tighten the connections
on
the terminal
posts.
Be
sure
the
condenser
is mounted
firmly
on the distributor for a good ground
connection.

Should
a
condenser
tester
be available the capacity
should check
from
.18 to .23 microfarads. In the

absence
of a
tester
check by substituting new con­
denser.

H-24. Distributor Points

a-
Examine distributor points. Using
Tool
C-4094, check point contact spring
pressure,
should be 19 to 23 oz. [0,538 a 0,652 kg.]. Install new points

if
they are
worn,
pitted,
mate
poorly, or show
signs

of
metal transfer. Should premature
ignition
point

failure
occur
because
of dust entering the
distri­

butor cap and causing
excessive
wear to the
ignition

point
fiber block, perform the
following
correc­
tions after installing new distributor points.
FIG. H-l
1—SEALING
DISTRIBUTOR
CAP

1—Caulking
Compound
183

H

ELECTRICAL
SYSTEM
colder plug may be desirable. However, under- or
over-heating is usually caused by factors other than the type of
spark
plugs and the cause should be determined before changing plugs. The design of the
engine
calls for plugs equivalent to Champion

J-8
for F4
engines
and
A.C.
44S or
UJ12Y
Champ­

ion for the V6 engines, (as installed in production)
though any factor that consistently affects
engine
operating temperature may cause this requirement
to change. Overheating may be caused by in­ sufficient tightening of the plug in the head, which interferes with the flow of heat away from the firing

tip.
If this is the case, the plug gasket
will
show very
little flattening. Over-tightening, in
turn,
will
pro­ duce too easy a heat flow path and result in cold
plug operation.
This
will
be evident by excessive
flattening
and
deformation of the gasket.
Prevailing
temperatures, condition of the cooling system, and

air-fuel
mixture can affect the
engine
operating temperature and should be taken into consideration.
H-34.
GENERATOR
— F4
ENGINE

The
generator is an air-cooled, two-brush unit

which
cannot be adjusted to increase or decrease output. For replacement,
voltage
regulator and generator must be matched for
voltage
and capa­

city,
polarity, and common source of manufacture.
Otherwise,
either a
loss
of ampere capacity or a

burned
out generator
will
result. Generators for

these
vehicles are 12-volt. Par. H-l explains the 12-volt system. Refer to the specifications at the
end of this section for information on correct generator rating for a specific model series.
The
circuit
breaker,
voltage
regulator, and current-

limiting
regulator are built into one combination

unit.
Because the regulator and battery are part
of the generator
circuit,
the output of the generator
depends upon the
state
of charge and temperature
of the battery.
With
a discharged battery, the
output
will
be high, decreasing proportionally as the battery
becomes
charged. For service informa­
tion covering current regulator see Par. H-41.

H-36.
Generator
Maintenance

A
periodic inspection should be made of the charg­
ing
circuit,
Fig. H-l9. The interval
between
these
checks
will
vary
depending upon type of service.
Dust,
dirt
and high speed operation are factors 10541

FIG.
H-19—CHARGING
CIRCUIT

1—
Battery
4-—Starter Switch

2—
Voltage
Regulator 5-—Charge Indicator

3—
Generator
which
contribute to increased wear of bearings

and
brushes.

Under
normal conditions a check should be made
each 6000 miles
[9.600
km.].

A
visual inspection should be made of all wiring,
to be sure there are no broken or damaged wires.

Check
all connections to be sure they are tight and

clean.

Should
the commutator be rough or worn the
armature
should be removed and the commutator

turned
and undercut. See Par. H-37.
The
brushes should slide freely in their holders.

Should
they be oil soaked or if they are worn to

less
than one-half their original length they should
be replaced. When new brushes are installed they should be sanded to provide
full
contact with the
commutator. Generators should not be checked for
output until the brushes are seated.

Brush
spring tension is important. High tension causes
rapid
brush and commutator wear while
low tension causes arcing and reduced output.
Test
the tension with a spring scale.
Check
the
specifications section at end of this section for

correct
spring tension for generator in question.
H-36.
Generator Disassembly
•
Refer to Fig. H-20:
Before beginning disassembly of the generator to

correct
electrical system malfunctions proceed with
inspection and
test
procedures as detailed in Par.

H-46
thru
H-62. If it is definitely determined that trouble exists within the generator, which ne­cessitates dismantling, proceed as follows. Remove the two frame screws in the commutator
end plate and remove the end plate assembly. Next
pull
the armature and drive head complete

from
the generator housing. Remove the generator pulley from the armature by removing the nut

and
washer. Do not
lose
the Woodruff key when
the pulley is removed. After this, remove the drive
end head assembly which includes the oil seal and
bearing.
To remove the bearing, remove the three
screws and lockwashers in the grease retainer and remove the retainer and felt washer, after which,
remove the bearing, oil guard and felt washer.
H-37.
Armature

If
the commutator is rough or worn,
turn
it down

in
a lathe. After turning, the mica insulation be­ tween the
segments
should be undercut to a depth of 34* [0,8 mm.].
To
test
the armature for a ground, connect one

prod
of a
test
lamp to the core or shaft (not on

bearing
surface) and touch each commutator
seg­
ment with the other prod. If the lamp lights, the

armature
segment
is grounded and the armature must be replaced.

To
test
for short in armature coils, a growler,

Fig.
H-21, is necessary. Place the armature on the growler and lay a thin steel strip on the armature

core.
The armature is then rotated slowly by hand

and
if a coil is shorted, the steel strip
will
vibrate.

Should
a coil be shorted the armature must be
replaced.

If
precision
test
equipment is available, the cus­

tomary
accurate
tests
can be made in accordance 188

H

ELECTRICAL
SYSTEM

FIG.
H-21—GROWLER
end so it rests on the pulley with the commutator
end up.

While
holding brushes clear of commutator with
the thumbs, place generator housing and field coils assembly in position, turning front end

bracket
so the dowel pin in housing enters
hole
in
end head. Place commutator end plate on shaft

and
install long frame screws.

When
reinstalling the generator on the engine, the

bracket
bolt torque wrench reading is 25 to 35 lb-ft. [3,4 a 4,8 kg-m.].

H-41.
CURRENT-VOLTAGE REGULATORS •
F4 Engine

H-42.
Description and
Operation
For
replacement,
voltage
regulator and generator must be matched for
voltage
and capacity, polarity,

and
common source of manufacture. Otherwise,
either a
loss
of ampere capacity or a burned out generator
will
result.

These
regulators are used with shunt-type gen­

erators
and have three units each with a separate function to perform. These units are the circuit

breaker
unit, the
voltage
regulator unit, and the

current
limiting regulator unit.

H-43.
Circuit
Breaker

It
consists of
an
electromagnet and a set of contacts.

The
contacts are mounted with one on a stationary

bracket,
and the other on a movable armature

which
is controlled by the electromagnet. The movable contact is mounted on a spring arm so that as the contacts open and
close
a slight wiping
action is produced.

The
electromagnet of the circuit breaker has two
windings, one, the shunt coil which is connected across the generator output like a voltmeter and
the other a series coil connected in series with the
generator output like an ammeter.These two coils

are
wound in the same direction so that when the
generator is charging the battery, the magnetism
of the series coil increases the total magnetism.

When
the battery discharges back through the generator, the magnetism of the series coil is re­ versed and the magnetism of the two coils is
opposed.
This
results in a decreased
pull
on the

armature
and spring action
opens
the contacts.
10240

FIG.
H-22—PRESTOLITE VOLTAGE REGULATOR
1—
"ARM"
Terminal

2—
"FLD"
Terminal

3— "BAT"
Terminal
The
sequence of operation of the circuit breaker is
as follows:

When
the generator is not running, the contacts
are
open. When the generator is started, the
voltage
builds up at the armature terminal and in the shunt

coil
and as
soon
as it reaches the value for which
the circuit breaker is calibrated, there is sufficient magnetism created by the shunt coil to
pull
down
the armature, closing the contacts which auto­
matically
connects the generator to the battery.

With
the contacts thus closed the current in the
series coil is flowing from the generator to the battery or in the same direction as the current in
the shunt coil, so that the
pull
on the armature is

increased
by the magnetism of the series coil.

When
the
engine
is stopped and the generator
loses

speed, the
voltage
falls, and as
soon
as the gener­
ator
voltage
drops below the battery terminal vol­
tage,
the current flows from the battery to the generator, reversing the direction of current in the
series coil so that the magnetism created by the series coil
opposes
and reduces the magnetism of
the shunt
coil.
This
reduces the
pull
on the
armature

to a point where spring action
opens
the contacts.

H-44.
Voltage
Regulator

The
function of the
voltage
regulator is to hold
the generated
voltage
at a predetermined value as 190

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

H
long as the circuit values allow the voltage to build
up to the operating voltage.
The
electromagnet of the voltage regulator unit has

a
winding of many turns of fine wire and is con­
nected across the charging circuit so that the sys­ tem voltage controls the amount of magnetism.
The
contacts of the voltage regulator unit are con­
nected in the generator field circuit so that the field

circuit
is completed through the contacts when they

are
closed and through a resistor when the contacts
are
opened.

When
the voltage rises to a predetermined value
there is sufficient magnetism created by the regu­

lator
winding to
pull
the
armature
down.
This
opens

the contacts and inserts resistance in the field
cir­

cuit
of the generator thus reducing the
field
current.
The
generated voltage immediately drops, which
reduces the
pull
on the
armature
to the point where
the spring closes the contacts. The output again

rises
and the cycle is repeated.

These
cycles occur at high enough frequencies to
hold the generated voltage at a constant value and

will
continue as long as the voltage of the circuit
is high enough to keep the voltage regulator unit

in
operation.
With
the addition of a current load great enough to lower the battery voltage below
the operating voltage of the unit, the contacts
will

remain
closed and the generator
will
maintain a
charging
rate as limited by its speed or the current

limiting
regulator.

Due
to the
effect
of heat on the operating
charac­

teristics of regulator windings it is necessary to
compensate for the changes in coil resistance when
the regulator is operating under varying tempera­

ture
conditions.
This
is accomplished through the
use of a nickel iron magnetic by-pass on the volt­
age regulator unit.
This
shunt by-passes
some
of
the magnetic flux when the unit is cold and allows most of the flux to act on the armature when the

unit
is hot.
Thus
when the coil is hot and not as
efficient, the magnetic shunt reduces the amount of flux needed to vibrate the armature.

The
compensation is usually more than enough to

offset
the changes in regulator coil resistance due
to heat. The excess compensation allows the regu­

lator
to operate at higher voltage under cold
operating conditions than under hot conditions.
This
is necessary as it requires a higher voltage to charge a battery with its internal resistance in­

creased
by low temperatures.

H-45.
Current-Limiting
Regulator

The
function of the current-limiting regulator is to limit the output of the generator to its maxi­

mum
safe output.

The
electromagnet of the current regulator unit
consists of
a
winding of heavy
wire
that is connected
in
series with the generator output. When the gen­

erator
output reaches a predetermined value, the
current
in the winding produces enough magnetism
to overcome the spring tension and
pull
the
arma­
ture
down.
This
opens
the contacts and inserts re­
sistance in the field circuit of the generator.
With
the field current reduced by the resistance, the
generator output falls and there is no longer enough
magnetism to hold the contacts open. As soon as
the spring closes the contacts, the output rises and the cycle is repeated. These cycles occur at high
enough frequencies to limit the output to a mini­
mum
fluctuation.

H-46.
Preliminary Inspection

a.
Wiring—Check
the wiring to see that it is prop­
erly
connected to the generator.

b.
Generator
Performance—Make
sure the genera­
tor operates correctly without the regulator in the
circuit.
Remove the armature and battery leads

from
the regulator and connect an ammeter be­
tween them. Remove the field lead from the regu­

lator
and while operating at idle speed touch the
field
lead
to the regulator base. Increase the speed slowly noting the charging rate.

CAUTION:
Do not increase the output above
the rated output of the generator.

If
the generator output
will
not build up inspect
the wiring harness for shorts and
opens
and remove the generator for an overhaul. To check the genera­
tor circuit when a suitable ammeter is unavailable,

Fig.
H-19, disconnect the armature cable at the

regulator.
Connect one lead of
a
12v
test
lamp to the regulator terminal marked "armature" and with
the engine running, ground the other lead. Should
the
test
light
fail
to
burn
there is a fault either in the generator or regulator. To localize the fault, discon­
nect both the
"Field"
and
"Armature"
cables at the generator. Connect a wire from the
"Field"
ter­
minal
to ground and use a 60 watt, 110 volt
test

lamp
to ground the
"Armature"
terminal. If the
generator is charging satisfactorily the
test
lamp

will
glow
at approximately 1500 rpm. engine speed
and
the fault
will
be definitely localized in the
regulator.

c.
Incorrect Regulator—Make sui he regulator
is the correct type for use with the generator.

d.
Battery—Check
the specific gravity and termi­

nal
voltage of the battery. If the \ ttery is not up
to specifications substitute temporarily
for
test
pur­
poses
a fully charged battery of the same type and
capacity.

e. High Resistance Connections—Inspect the
wir­
ing between the generator, regulator and battery for broken wires and high resistance connections.

Pay
special attention to the ground connections at
all
three units. Connect a reliable ammeter with 1-ampere graduations in series with the regulator

B-terminal
and the lead removed from this
terminal.
Run
the generator at a medium speed and
turn
on the lights or accessories until the ammeter shows a 10-ampere charging rate. At this charging rate
measure the voltage drop between the following
points using an accurate voltmeter graduated in
,1-volt divisions. The voltmeter should not show

a
reading above the maximum noted.
Generator
"A" terminal to regulator
"A"
terminal
—.1-volt maximum.

Generator
"F"
terminal to regulator
"F"
terminal
—.05-volt maximum.

Battery
terminal to regulator "B" terminal— .1-volt maximum.

Regulator
ground screw to generator frame— .03-volt maximum. 191

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H
H-111.
Brushes

Check
brush length. If brushes are worn to one-

half
their original length, replace them. Also check
for
cracks,
chips, damaged mounting holes, oil

saturation,
or other damage; replace brushes.

H-112.
Commutator

Check
the commutator for wear and discoloration.
If
the commutator is rough or worn the armature
should be removed and the commutator turned
down in a lathe. A discolored commutator should
be cleaned with carbon tetrachloride and inspected.

Scratches
on the commutator may be removed

with
sand paper. Use compressed air to remove

sand
particles after cleaning.

H-113.
Armature

Visually
inspect the armature for mechanical

defects
before checking for shorted or grounded
coils. Use a set of
test
probes for testing armature

circuits.
To
test
the armature for grounds, touch
one point of the
test
probes to a commutator
seg­
ment and touch the other point to the core or shaft.
Do not touch the points to the bearing surface or
to the brush surface as the arc formed
will
burn
the smooth finish. If the lamp lights, the coil con­
nected to the commutator
segment
is grounded.

H-114.
Field
Coils

Using
test
probes, check the field coils for both ground and open circuits. To
test
for ground, place
one probe on the motor frame or
pole
piece and
touch the other probe to the field coil terminals.
If
a ground is present, the lamp
will
light.

To
test
for open circuits, place the probes on the
field coil terminal and on an insulated
brush.
If
the light
does
not light, the coil is open circuited.

H-115.
Brush
Holder Inspection

Inspect
brush
holders for distortion, wear, and other
damage.
Check
that brush holders pivot freely on

their
pivot pins.
Check
brush spring tension with

a
spring scale. Hook the spring scale under the
brush
holder at the brush and
pull
on a line
paral­

lel
to the side of the
brush.
Note
scale reading just
as brush leaves commutator. Tension must be 35 oz. [9,925 kg.] minimum. Replace brush springs
if
tension is insufficient.

H-116.
Solenoid
Coils

Check
solenoid coil as follows:

a.
Remove screw from motor terminal of solenoid

and
bend field coil leads away from terminal.
Con­
nect terminal to ground with a heavy jumper wire.
See
Fig.
H-48.

b.
Connect a 12-volt battery, a high-current
vari­

able resistance, and an ammeter of 100 amperes

capacity
in series
between
S terminal of solenoid

and
ground; battery negative is to be connected
to ground. Connect a heavy jumper wire from
solenoid base to ground terminal of battery.
Con­

nect a voltmeter
between
base of solenoid and

small
S terminal of solenoid. Refer to Fig. H-48.
12455

FIG.
H-48—TEST CONNECTIONS,
STARTER
SOLENOID
COIL
1— S
Terminal

2—
Solenoid

3—
Ground
Connection 4—Voltmeter 5—Ammeter
6—
12-Volt
Battery
7—
Ground
Connection*
c.
Slowly decrease resistance until voltmeter
read­

ing increases to 10 volts.
Note
ammeter reading.

This
is current drawn by both windings in
parallel
;

it
should be 42 to 49 amperes at 10 volts, with solenoid at room temperature.

d.
Disconnect jumper wire from motor terminal
of solenoid. Increase resistance until voltmeter

reads
10 volts;
note
ammeter reading.
This
is
cur­

rent
drawn by hold-in winding only; it should be 10.5 to 12.5 amperes at 10 volts, with solenoid at
room temperature.
e. If solenoid windings do not rest within specifi­ cations given, replace solenoid switch assembly.

H-117.
Starting Motor Reassembly

a.
Lubricate
shift lever linkage and fasten in drive housing with lever stud.

Caution:
Do not lubricate solenoid plunger or solenoid cylinder.

b.
Install
return spring on solenoid plunger and

insert
plunger into solenoid cylinder. Apply sealing
compound on both sides of solenoid flange where it

extends
between
drive housing and field frame.

Attach
plunger to shift lever with fulcrum pin.

Fasten
solenoid to drive housing with two mount­
ing screws.

c.
Lubricate
armature shaft with silicone grease.
Install
assist spring and drive assembly on shaft

with
pinion outward.

d.
Install
pinion
stop
retainer on armature shaft

with
recessed side outward. Place a new snap ring on drive end of shaft and hold it in place with a
hard
wood block. Strike block with hammer to
force snap ring over end of shaft; slide the ring
down into
groove
in shaft. See Fig. H-49, left hand view. 209