wheel JEEP CJ 1953 Service Manual

p

BRAKES
P-25.
SERVICE

SYMPTOMS
Brakes Drag
Brake
Shoes
Improperly Adjusted
Piston Cups Enlarged . . •.
«•
Mineral
Oil or Improper Brake
Fluid
in System. . .

Improper
Pedal Adjustment
Clogged Master Cylinder By-Pass Port...

One
Brake Drags
Brake
Shoe
Adjustment Incorrect
v Brake
Hose
Clogged.
Return
Spring Broken
Wheel Cylinder Piston
01
Cups
Defective.........
Loose or Damaged Wheel Bearings

Brake Grabs
—
Vehicle Pulls
to One
Side
Grease
or Brake
Fluid
on
Lining................
Dirt
Between
Lining
and Drum

Drum
Scored or Rough
Loose Wheel Bearings. .
Axle Spring Clips Loose
Brake
Backing Plate Loose

Brake
Lining
..

Brake
Shoe
Reversed
Tires
Under-Inflated -
Tires
Worn Unequally
Glazed
or Worn
Lining

Restricted Brake
Line

Excessive Pedal Travel
Normal
Lining
Wear

Lining
Worn Out ... .

Leak
in Brake
Line.

Scored Brake Drums
Incorrect
Brake
Lining.

Air
in Hydraulic System

Spongy Brake Pedal
Air
in
Lines.
Brake
Shoe
Adjustment Incorrect
Insufficient Brake
Fluid

Excessive Pedal Pressure
Grease
or Brake
Fluid
in
Lining

Shoes
Improperly Adjusted

Warped
Brake
Shoes
Distorted Brake Drums
Glazed
or Worn
Lining

Restricted Brake
Line
Faulty
Brake Cylinder Insufficient Brake
Fluid.

Squeaky Brakes
Shoes
Warped or Drums Distorted
Lining
Loose.....
Dirt
Imbedded in
Lining

Improper
Adjustment.

Oil
or Grease on
Lining
Glazed
or Worn
Lining.

Drum
Scored
DIAGNOSIS

PROBABLE
REMEDY

Adjust
Flush
all
lines
with Alcohol. Install new cups in wheel and Master Cylinders

Adjust
Master Cylinder Eye Bolt
Clean
Master Cylinder

Adjust
Replace Replace
Replace
Adjust
or Replace
Replace
Lining

Clean
with Wire Brush

Turn
Drum and Replace
Lining

Adjust
Tighten Tighten
Different Kinds on Opposite Wheels

Forward
and
Rear
Shoes
misinstalled
Inflate
Replace or Rotate Replace Linings

Locate
and Repair

Adjust

Replace
Locate
and Repair Replace or Regrind Replace

Fill
Master
Cylinder
— Bleed Lines
Bleed Lines
Adjust

Fill
Master Cylinder
Replace
Lining
Major
Adjustment
Replace
Replace or Regrind Replace Linings * .

Locate
and Repair
Repair
or Replace
Fill
Master Cylinder Replace
Replace
Wire
Brush or Replace

Adjust
Replace Linings Replace Linings

Turn
Drum and Replace Linings 334

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

WHEELS

Contents

SUBJECT PAR.

GENERAL
Q-l Wheel Balancing. Q-2

WHEEL BEARING SERVICE.
......
Q-3
Checking
Front Wheel Bearings Q-4

Checking
Rear Wheel Bearings.
.......
.
Q-7

Front
Wheel Bearing Adjustment. Q-5
Rear
Wheel Bearing Adjustment — Flanged Axle Q-6

Rear
Wheel Bearing Adjustment —

Tapered
Axle Q-8 SUBJECT PAR.

REAR WHEEL
MOUNTING
.Q-9

BRAKE
DRUM
SERVICE.
......
. . .Q-10

TIRE
SERVICE.
.................
.Q-ll
Tire
Care
Q-l2
Tire
Removal and Installation. Q-l3

SPECIFICATIONS
. .Q-14

Q-l.
GENERAL
Each
front wheel of a Jeep vehicle is carried on
two
opposed
tapered roller bearings as shown in

Fig.
Q-l and Q-2. Rear
wheels
are carried on a
single
tapered roller bearing
mounted
on each axle
shaft as shown in Fig. Q-3, Q-4 and Q-5. These bearings are adjustable for wear and their satis­
factory operation
depends
upon periodic
attention
and correct lubrication.

Q-2.
Wheel Balancing
Wheel balancing with the wheel on the vehicle is 18 17
10731

FIG.
Q-l—FRONT
WHEEL ATTACHING PARTS — 4-WHEEL-DRIVE 1— Hub Cap
2— Snap Ring
3—
Drive
Flange
4— Gasket 5— Nut
6—
Lockwasher
7—
Lockwasher

8— Cone and Rollers 9—
Cup

10— Hub and Drum 11—
Oil
Seal
12—
Left
Front Brake 13— Spindle and Bushing
14—
Left
Knuckle and Arm
15—
Thrust
Washer
16—
Universal
Joint Shaft
17—
Lockwasher

18—Bolt 19— Screw
20— Nut
21—
Lockwasher

22— Bolt 335

Q

WHEELS
FIG.
Q-2—FRONT
WHEEL

ATTACHING
PARTS —
2-WHEEL-DRIVE

1—
Steering
Knuckle

2—
Brake

3— Hub
Grease
Seal
4—
Inner
Bearing
Cone

5—
Inner
Bearing
Cup
6—
Hub
and
Drum

7—
Outer
Bearing
Cup
8—
Outer
Bearing
Cone
9—
Tongued
Washer

10— Nut
11—
Cotter
Pin

12—
Grease
Cap

13— Nut
14—
Lockwasher
15—
Bolt
j
10703
is ir 10730
FIG.
Q-3—REAR
WHEEL
ATTACHING PARTS —
4-WHEEL-DRIVE
TAPERED
AXLE

1—
Oil
Seal

2—
Cone
and
Rollers

3— Cup
4—
Shims
5—
Bearing
Retainer
6—
Brake
Backing
Plate
7—
Gasket

8—
Grease
Retainer

9—
Grease
Protector

10—Bolt
11— Hub
and
Drum

12—
Shaft
Key

13—
Washer

14—
Nut
15—
Cotter
Pin
Ifi—Hub
Cap

17—Nut

18—
Ixick
Washer

19—Bolt

FIG.
Q-4—REAR
WHEEL

ATTACHING
PARTS —
2-WHEEL-
DRIVE-TAPERED
AXLE

1—
Oil
Seal

2—
Bearing
Cone

3—
Bearing
Cup
4—
Shim
Set
5—
Retainer
and
Seal

6—
Brake
7—
Nut

8—
Hub
and
Drum

9—
Axle
Shaft Key

10—
Washer

11— Nut
12—
Cotter
Pin
13—
Lockwasher

14—
Bolt

recommended with the exception that
rear
wheels

on vehicles having
Trac-Lok
or
Powr-Lok
axles
should always be removed for balancing.

Q-3. WHEEL
BEARING
SERVICE

Adjustment
of the wheel bearings is
critical
be­ cause it establishes the running clearance of the wheel bearings. Wheel bearing adjustment that is
too
tight
preloads the bearings and causes them
to run hot. Loose wheel bearings permit the drum hub to shift its position on the bearings as thrust loads
vary
with acceleration,
braking,
and cornering.

Loose
bearings also cause
erratic
braking.
To check
the wheel bearings for adjustment, brakes must
be free and in fully released position. 336

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

FIG.
Q-5—REAR
WHEEL

ATTACHING
PARTS —
FLANGED
AXLE

1—
Brake
Backing Plate

2—
Retainer
Ring

3—
Unit-Bearing

4—
Oil
Seal
5—
Retainer
Plate 6—
Brake
Drum
7—
Cup
Plug
8—
Flanged
Axle Shaft
14284

Q-4. Checking
Front
Wheel Bearings

Raise
the front end of the vehicle with a
jack

so that the tires clear the floor.

Grip
the tire and
test
sidewise shake of the wheel.

If
bearings are correctly adjusted, shake of the
wheel
will
be just perceptible and wheel
will
turn

freely with no drag.

If
bearing adjustment is too tight, the rollers may

break
or
become
overheated. Loose bearings may cause
excessive
wear and noise.

If
this
test
indicates bearing adjustment is neces­

sary,
follow
the procedure given in Par. Q-5. Loose
bearings
will
cause sidewise shake that is evident

around
the entire circumference of the wheel. A shake that is evident only when gripping the
wheels
in
a plane parallel to the ground, but not evident

around
the entire circumference, probably indicates
looseness
in the steering linkage.

Q-5.
Front Wheel Bearing Adjustment
With
the vehicle on the
jack,
the following proce­

dure
should be followed to adjust the front wheel
bearings on four wheel-drive vehicles.
a. Remove the hub cap, snap
ring,
capscrews, and
washers that attach the driving
flange
to the hub.

b.
Using the
Front
Axle Shaft Drive Flange Puller

W-163,
pull
the driving flange.
c. Bend the lip of the nut lock washer so that the

locknut
and lock washer may be removed.

d.
Rotate the wheel and tighten the adjustment nut until the wheel binds.

Note:
Front
tire and wheel must be rotated by

hand
as the adjusting nut is
tightened
to ensure positive seating of the bearing.

Then
back off the adjusting nut about one-sixth
turn
making sure that wheel rotates freely without
sidewise shake.
e. Replace the lock washers and locknut. Bend
over the lock washer lip.
f.
Check
the adjustment (Par. Q-4). Reassemble the driving
flange
and hub cap. Make certain the
gasket is properly installed
between
the hub and
the flange.

•
Model DJ-5, DJ-6

On
two-wheel drive vehicles, remove the hub cap
and
the wheel retaining nut cotter pin. Rotate the
wheel and tighten the wheel retaining nut until the wheel binds.
Then
back off nut about one-sixth
turn
or more if necessary making sure wheel ro­

tates
freely without sidewise shake. Replace the cotter pin and hub cap.

Q-6.
Rear
Wheel Bearing Adjustment —

Flanged
Axle Shaft

Vehicles
equipped with the
flange
type
rear
axle
shaft require no wheel bearing adjustment. The flanged axle shaft is equipped with a single row,

pre-adjusted,
tapered roller unit-bearing capable of
accepting thrust in either direction. The unit-

bearing
adjustment is built in at the factory mak­
ing shimming or bearing adjustment unnecessary.

Refer
to Fig. Q-6.

Q-7.
Checking
Rear
Wheel Bearings —
Tapered
Axle

Raise
wheel on which adjustment is to be made
by placing a
jack
under the axle housing.
With
hands,
test
sidewise shake and in and out play
of the wheel. If bearings are correctly adjusted,
shake of wheel
will
be just perceptible and the 337

Q

WHEELS

FIG.
Q-6—REAR
WHEEL,
FLANGED
AXLE
AND
BEARING
ASSY.

1—
Retainer
Plate

2— Oil
Seal

3—
Unit
Bearing

4—
Retaining
Ring
5—
Axle
Shaft
wheel
will
turn
freely with no drag. If adjustment
is necessary, follow the procedure given in Par. Q-8.

Q-8.
Rear Wheel Bearing Adjustment
—
Tapered Axle

The
bearing adjusting shims are placed
between
the brake backing plate and axle flange as shown

in
Fig. Q-7.

With
wheel raised on
jack,
the following procedure
should be used to make the
rear
wheel bearing
adjustment.

a.
Remove the hub cap with hub cap puller, the
cotter pin, axle shaft nut, and washer. Remove the
wheel hub and drum with a wheel puller.

b.
Disconnect hydraulic brake line at wheel

cylinder.

c.
Remove the
bolts
holding the brake dust shield, grease and bearing retainer, and the brake backing
plate.

d.
Remove or install shims to adjust the bearings
to provide .001" to .006" [0,025 a 0,152 mm.]
end float of the axle shaft.

Note:
Before reassembly of the wheel make certain
the backing plate nuts are tight and torqued at 25 to 35 lb-ft [3,4 a 4,8 kg-m.].
e. Reassemble the wheel, adjust brakes, and check
the bearing adjustment (Par. Q-7).

0-9.
REAR WHEEL MOUNTING
—
TAPERED AXLE

Proper
axle shaft key installation is accomplished by placing the hub and drum on the axle shaft
taper and then inserting the axle shaft key in the
FIG.
Q-7—REAR
WHEEL
AND HUB
BEARING
—

TAPERED
AXLE
SHAFT

1—-Adjusting
Shims
2—Inner
Seal
3—Outer
Seal
keyway.
Never install the key in the keyway before

placing
the hub and drum assembly on the axle
shaft. Be sure that the axle shaft nut is torqued
to a minimum of 150 lb-ft. [20,7 kg-m.].
O-10.
BRAKE
DRUM
SERVICE
On
rear
wheels, the hub fits inside the brake drum
(Fig.
Q-3). On front wheels, the hub is attached
to the outside of the brake drum (Fig. Q-l). The

brake
drums are attached to the wheel hubs by
five serrated bolts. These
bolts
are also used for
mounting the wheels on the hub. To remove a

brake
drum,
press or drive out the serrated
bolts
and
remove the drum from the hub. When placing
the drum on the hub, make sure that the contacting
surfaces are clean and flat.
Line
up the
holes
in
the drum with
those
in the hub and put the drum
over the shoulder on the hub. Insert five new
serrated
bolts
through the drum and hub and drive
the
bolts
into place solidly. Place a round head of the bolt in a vise. Next, place the hub and drum
assembly over it so that the bolt head rests on it.

Then
swage
the bolt into the countersunk section of the hub or drum with a punch. The runout of
the drum face should be within .030" [0,76 mm.]
total indicator reading. If the runout is found to be greater than .030" it
will
be necessary to reset
the
bolts
to correct the condition.
0-11.
TIRE SERVICE
Refer
to Fig. Q-8.

One
of the most important factors of safe vehicle
operation is systematic and correct tire mainte­ nance.
Tires
must sustain the weight of a loaded vehicle, withstand more than ordinary rough serv- 338

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

Q
ice, provide maximum safety over all
types
of

terrain,
and furnish the medium on which the
vehicle can be maneuvered with ease. Although
there are other
elements
of tire service, inflation maintenance is the most important and in many
instances the most neglected. The tire pressure should be maintained for safe operation. An under- inflated tire is dangerous as too much flexing can
cause breakage of the casing. Overinflation in time
may
cause a blowout.

Upon
careful inspection of tires, it may be found
that improper wheel alignment, balance, grabbing
brakes,
poor driving habits, fast cornering or other
conditions are the cause of wear. Such conditions
should be corrected.

a.
UNDERINFLATION

Underinflation
distorts the normal contour of the
tire
body and the tire
bulges
or "bellies out" with

an
extreme flexing action.
This
wears the tread at the
edges
more than the center and generates
excessive internal heat, weakening the cords and
resulting
in bruises, broken cords or ply separation.

Underinflation
also leads to rim bruises as in­ sufficient resistance is provided to prevent the tire

from
being jammed against the rim and crushed
or
cut when the tire strikes a
curb,
rock, or rut.

b.
OVERINFLATION

When
a tire is
overinf
lated,
increased tension caused by excessive pressure prevents proper deflection of
the sidewalls.
This
results in wear in the center of the tread and the tire also
loses
its ability to absorb

road
shocks. Under this increased
strain,
cords in the tread area eventually snap under impact, caus­ing a casing break.

c.
MISALIGNMENT
WEAR
Excessive
wheel camber causes the tires to run at an angle to the road when camber is incorrect

it
will
cause excessive wear on one side of the
tire
tread.

Front
wheels should be straight ahead or toe-in slightly. When there is excessive toe-in or
toe-out,

tires
will
revolve with a side motion and scrape
the tread rubber off.
Front
tires
will
show wear on the outside with too great a toe-in condition
and
on the inside with a
toe-out
condition.

d.
BALANCE
Cupping
and bald spotting of tires is associated

with
wear on a vehicle driven mostly at high-way
speeds
without the recommended tire rotation and

with
unbalance conditions.

Q-12.
Tire
Care
Note;
For satisfactory 4-wheel drive operation, a
4-wheel drive vehicle
MUST
be equipped with the same size tires of equal circumference on all
four wheels. The tires must then be inflated to

proper
factory recommended pressures at all times.

Tire
pressure, tire rotation, wheel balance, and wheel alignment are the four vital factors that in­
fluence the
extent
of tire life and the
ease
and safety of vehicle control.
Four
of the most common

tire
troubles are:

a.
Excessive wear around the outer
edges
resulting

from
underinflation.

b.
Excessive wear in the center of the tread re­
sulting from overinflation.

c.
Tire
tread worn on one side indicating wheels
need realigning.
d.
Cuplike
depressions on one side of the tread

indicating
wheels need balancing.

If
the vehicle normally carries a
full
load, two to
four psi. [0,14 a 0,28 kg-m2] can be added to the
recommended air pressures. But, remember that adding air with a light load means a harsher ride,

doesn't
help tires, and wears out shock absorbers. Rotate the tires as shown in Fig. Q-9 for correct
rotation system.

Q-13.
Tire
Removal
and
Installation

To
remove a tire from a drop center rim, first
WEAR
AT SHOULDERS

WEAR
AT CENTER

WEAR
ON ONE
SIDE
FEATHERED
EDGE
BALD
SPOTS

/1TTDN

i

UNDER
INFLATION
OVER
INFLATION
EXCESSIVE
CAMBER

INCORRECT
TOE
WHEEL
UNBALANCED

liF
11

ADJUST
PRESSURE TO
SPECIFICATIONS
WHEN
TIRES ARE
COOL
ADJUST
CAMBER
TO

SPECIFICATIONS
ADJUST
FOR

TOE-IN
DYNAMIC
OR
STATIC

BALANCE
WHEELS

FIG.
Q-8—TIRE
WEAR
PATTERN
339

Q

WHEELS

11463

FIG.
Q-9—TIRE
ROTATION
1—
Right
Front
Tire

2—
Right
Rear
Tire

3—
Spare
Tire
4—
-Left
Rear
Tire

5—
Left
Front
Tire
deflate completely and then force the tire away

from
the rim throughout the entire circumference
until
the bead falls into the center of the wheel

rim.
If the vehicle is equipped with tires that use

an
inner tube, carefully remove the inner tube.
With
the inner tube removed, or on tubeless tires, a tire
removing tool should be used to remove the tire

from
the rim.

Installation
of the tire is made in the same manner
by first dropping one side of the tire into the center
of the rim and with a tire tool raise the bead over
the wheel
rim.
The inner tube can now be installed
on vehicles so equipped.
When
mounting the wheel, alternately tighten op­
posite stud nuts. After the nuts have been tightened

with
the wheel jacked up, lower the
jack
so wheel rests on the floor and retighten nuts. Torque nuts
to 60-75 lb.-ft. [8,3 a 10,4 kg-m.].

Note:
New "wide" tires have been given new sizes
by tire manufacturers. They use a letter as a key
unit
in the name size for the new wide treads.

The
single letter in front of the "70" indicates load rating, or the weight a tire can support safely
when inflated to 32 psi. The number 70 is used to show the
7-to-10
(70 percent) ratio of tire section height to width. The last two-digit number of the new sizes— 15 —
is
the rim diameter.
Radial

ply
tire sizes all contain the letter
"R"
to designate
radial
ply construction.

15-inch
Diameter
New Old

E70-15
7.35-15

F70-15
.7.75-15

G70-15
8.15-15

H70-15
8.45-15
J70-15
.8.85-15

K70-15
. .... .9.00-15

L70-15
9.15-15

You
should explain to customers
these
new tire
designations. Such knowledge
will
act as a re­
minder
never to mix
radial
ply, wide treads or
conventional tires on one axle.
0-14.
WHEEL
AND
TIRE
SPECIFICATIONS
'Jeep'

Universal

V6
Engine

CJ-5,
CJ-6,
CJ-5A,
CJ-6A
'Jeep*

Universal

F4
Engine

CJ-3B,
CJ-5,
CJ-6
DJ-5,
DJ-6

WHEELS:
Rim
Size 15 x
6.00
16 x 4.50
15 x 5.50

K
E
K

Attachment

Type
Stud
Stud Stud

Circle
Dia 5.50 5.50 5.50

5 5
4

Size
H-20
H-20
H-20

Rear
Axle Shaft End Float .001*-.006"
.001"-.006" .001 *-.006"
[0 ,025 a 0,152 mm.)
[0,025 a 0,152 mm.] [0,025 a 0,152 mm.]

TIRES:
Size.
7.35-15

6.00-16
6.85-15

Ply
Rating 4
4 2
Revolutions per Mile @ 30 mph.. . 781 730 803

Inflation
Pressure

Front
20
psi
[1,406 kg-cm2]
20 psi [1,406 kg-cm2] 24 [1,687 kg-cm*]

Rear
24
psi
[1,687 kg-cm*]
20 psi [1,406 kg-cm2] 24 [1,687 kg-cm*] 340

SPRINGS
AND
SHOCK
ABSORBERS

FIG.
S-2—FRONT
SPRING
AND
SHOCK
ABSORBER
—
LATE
CJ-3B,
CJ-5,
CJ-5A,
CJ-6,
CJ-6
A,
DJ-5, DJ-6 1—
Bracket
and Shaft

2—
Axle
Bumper

3—
Bolt
and
Lockwasher

4—
Spring
Clip
5—
Bolt

6—
Plate
7—
Bearing

8—
Bracket

9—
Nut
and
Lockwasher

10—
Spring

11—
Nut
12—
Washer
13—
Bushing

14—
Bolt

15—
Plate
and Shaft
16—
Lockwasher

17—
Nut

18—
Spring
Clip
19—
Bracket

20—
Bushing
(Spring)

21—
Shock
Absorber ings. See Par.

shackles.
S-6 for service information on U-
S-3.
Pivot
Bolts
Early
model
CJ-3B
is equipped with bronze bush­
ings, pivot bolts, and lubrication fittings. The
bolts
are
secured with castellated nuts and cotter pins.

Late
model
CJ
and DJ models are equipped with

rubber
(silent bloc) bushings, bolts, and locknuts

or
lockwashers and nuts. See Fig. S-2. See Par. S-2 for additional description.
S-4.
Remove
Spring
To
remove a spring, proceed as follows:

a.
Raise
the vehicle with a
jack
under the axle.

Place
a stand
jack
under the frame side
rail.
Then

power the axle
jack
so that the load is relieved from the spring with the wheels resting on the floor.

b.
Remove nuts securing spring clip bolts. Remove
the spring plate and clip bolts.
Free
the spring
from
the axle by raising the axle
jack.

C.
Remove the pivot bolt nut and drive out the pivot bolt. Disconnect the shackle either by re­moving the lower nuts and
bolts
on rubber-bushed

shackles,
or by removing the threaded bushings on

U-shackles
(see Par. S-6).
S-5.
Install
Spring

To
install a
spring,
first install the pivot bolt.
Then,,

connect the shackle using the following procedure:

a.
On bronze-bushed pivot bolts, install the bolt
and
nut and tighten the nut.
Then
back it off two
cotter pin
slots
and install the cotter pin. The nut must be
drawn
up tightly but must be sufficiently

loose
to allow the spring to pivot freely. Otherwise
spring
breakage may result.

b.
On rubber-bushed pivot bolts, install the pivot
bolt and locknut (or lockwasher and nut) only
tightly enough to hold the bushings in position until
the vehicle is lowered from the
jack.

c.
Connect the shackle. On
rubber-bushed
shpckles
install
the
bolts
as in subparagraph b above. For

U-shackles
see Par. S-6 installation instructions.

d.
Move the axle into position on the spring by

lowering
(or raising) the axle
jack.
Place the spring, center bolt in the axle saddle.
Install
the spring

clip
bolts, spring plate, lockwashers, and nuts.
Torque
the nuts 50 to 55 lb-ft. 6,9 a 7,6 kg-m.].

Avoid
over-tightening. Be sure the spring is free to
oscillate at both ends.
e. Remove both
jacks.
On rubber-bushed shackles
and
pivot bolts, allow the weight of the vehicle to
seat the bushings in their operating positions.
Then
torque the nuts to 21 to 30 lb-ft. [2,90 a 4,15 kg-m.]. 346

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

T
BODY

Contents

SUBJECT
PAR.

Brake
and
Clutch
Pedal Pads T-7

Canvas
Tops T-5
Care
of
Fabric
Tops. : T-6

Front
Seat Adjustment. . . T-8
Passenger Seat Safety
Catch
. .T-9
Windshield
T-2, T-3

Windshield
Glass and Weatherstrip T-4

T-1.
GENERAL
The
body
is of
all
steel construction with mountings
that provide a secure attachment to the frame.

All
major panels are of No. 18
gauge
steel. All
open

edges
of the panels are turned under, reinforced

and
flanged to provide strength. These panels are reinforced with
"U"
sections
and welded. All com­

ponent
panels are seamed and welded
together.
The
body
is insulated from the frame with insulator shims placed
between
the
body
and frame and
held in position by the
body
bolts.

The
instruments and controls, mounted on the
instrument panel are within clear view and easy
to reach.

Note:
A new floor pan cover plate has
been

released on late CJ-5 and CJ-6 models, that is
identified by a stamped oval-shaped bubble or
relief, located to the right of the accelerator treadle.
FIG.
T-l—MODEL CJ-3B BODY
1—
Rear
Passenger Seat 8—Front Passenger Seat

2—
Left
Side
Panel
9—Right Side
Panel

3—
Driver's
Seat 10—Spare Wheel
Bracket

4—
Rear
View
Mirror
11—Right
Tail
Gate
Chain

5—
Windshield
12—Tail
Gate

6—
Cowl
13—Left
Tail
Gate
Chain
7— Step
351

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

u
MISCEIiLaNEOUS

Contents

SUBJECT
PAR.

Abbreviations
U-15
Extra
Equipment U-2

Front
Bumper Weight U-9
Governor
U-3

Governor
Adjustment U-4

Governor
Maintenance. U-6

U-1. GENERAL

Miscellaneous information included in this sectioi
includes coverage of extra equipment, special
tools,
torque specifications, and charts and tables.

U-2. EXTRA
EQUIPMENT

Much
of the utility of the
*
Jeep*
Universal
is due to
the extra equipment which has been designed to adapt it for farming and industry. The mainte­
nance and use of
some
of this equipment is out­
lined
in this section.

U-3.
Governor Assembly

The
Novi governor is supplied for models equipped

with
the F4 engine.
This
is a centrifugal type governor and is illustrated in Fig. U-2. Complete

installation
instructions are supplied with each
assembly. Adjustment and operating procedures

are
given below.

U-4.
Governor Adjustment

a.
Adjust the carburetor to obtain smooth
engine

idle at 600 rpm., then
stop
the engine.
b.
Check
throttle linkage to ensure maximum
throttle opening. Be certain that throttle and
governor linkage is free.

c.
Place the carburetor throttle in wide-open posi­ tion and
pull
the governor control handle out to
the last notch. Adjust the governor to bellcrank

rod
so that the linkage
will
hold the carburetor
throttle in wide-open position.

d.
Close the governor control and start the
engine

Again
pull
the control out to the last notch and

adjust
the length of the cable at adjusting yoke so
that the
engine
will
run at
2600
rpm. Close the

control
to recheck the linkage for free action and
to make sure the
engine
will
return to 600 rpm.
idle speed.

If
the
engine
runs faster than this speed,
loosen

the lock nut which locks the governor hand control
handle on the dash to the rod and back off the
handle until the carburetor idle speed adjusting

screw
bears on the stop. Tighten the lock nut.
In
the absence of electrical tachometer equipment,

engine
speed may be determined by the speedom­
eter. Safely
jack
up the
rear
wheels and be sure the front wheel drive is not
engaged.
When driving
the
rear
wheels in high or direct transmission gear,
the
speedometer
will
read from 13j^ to 15 mph. [21.6 to 24.0 kph.] at an
engine
speed of from 900
to 1000 rpm.
SUBJECT
PAR.

Heater
U-10 Miscellaneous Data U-16

Pintle
Hook 1X7
Special
Tools. U-ll
Torque
Specifications U-13, 14, 15

Standard
and Recommended Tools
j.
.U-12

U-5.
Novi Governor Operation /

The
Novi governor is directly belted to the F4

engine
as no clutch is provided to disconnect the
drive.

To
operate the vehicle
WITHOUT
governor con­
trol,
push the governor hand control all the way
IN
against the instrument panel.

To
operate the vehicle
WITH
governor control,

pull
the governor hand control handle out. The
hand
control has nine notched positions. Pulling the

control
out to the first notch
sets
the controlled

engine
speed at approximately 1000 rpm. and each successive notch increases the speed 200 rpm.

until
2600
rpm. is reached in the ninth notch. The

hand
control may be released by turning the han­ dle one-quarter
turn
in either direction.

When
the
engine
is being operated under governor

control
(hand control out) the controlled
engine

speed may be
exceeded
at any time by depressing
the
foot
accelerator in the conventional manner to
secure a greater carburetor throttle opening than
that determined by the governor hand control
setting.

U-6.
Governor Maintenance

The
belt tension may be adjusted by raising or
lowering the governor in the slotted
holes
in the mounting bracket. Keep the pulleys and belt free
of
dirt
and oil. Belt slippage
will
affect governor
operation and a tight belt may cause
rapid
wear
of the governor shaft and bearings. Adjust it to
allow Yi' [12,7 mm.] depression midway
between
the pulleys with thumb pressure.
There
is little wear of the internal parts for they
operate in oil. The governor housings are equipped

with
both
fill
and
drain
plugs and also with level

indicating
plugs.
Check
the oil level at each vehicle
lubrication
and change the oil each time the en­

gine
oil is changed using the same grade oil used

in
the engine.

Caution:
Do not
fill
the governor housing above
the level plug. Overfilling
will
prevent governor
control
and possibly cause damage to governor in­

ternal
parts. The capacity of
these
governors is two fluid ounces [59,15 cm3]. The filler plug is
also a vent which should be cleaned thoroughly at
each oil change to be sure that the vent operates.

U-7.
Pintle Hook

The
standard type pintle hook, Fig. U-1, affords a
safe, easy hitch for towing a
trailer
or other vehicle. 357