service JEEP CJ 1953 Service Manual

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

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H

U029p 1—
Oil
Retainer

2—
Bearing

3—
-Felt
Wick
4—
Oiler

5—
Commutator
End Head
6—
Brush
Lead
Screw
7—
Lockwasher

8—
Brush
Set
9—
Brush
Spring

10—
Brush
Arm

11—
Frame

12—
Insulating
Bushing

13—
Washer

14—
Lockwasher

15—
Hex
Nut
16—
Lockwasher
FIG.
H-20—GENERATOR

17—
Hex
Nut
18—
Ground
Screw
19—
Lockwasher

20—
Hex
Nut

21
—Lockwasher

22—
Hex
Nut

23—
Lockwasher

24—
Washer
25—
Insulating
Washer
26—
Insulating
Bushing
27—
Stud

28—
Left
and Right
Field
Coil

29— Pole Shoes
30— Pole Shoe Screw

31—
Drive
Pulley and Fan Assembly
3
2—Lockwasher
33—
Shaft
Nut
34—
Drive
End Head

35—
Felt
Washer
36—
Felt
Washer Retainer
37—
Ball
Bearing
38—
Gasket

39—
Bearing
Retainer
40—
Lockwasher

41—
Retainer
Screw

42—
-Felt
Washer

43—
Woodruff
Key
44—
Armature

45—
Thru
Bolt
4
6—Lockwasher

with
instructions furnished with the testing equip­ ment.

H-38.
Field
Coils
Inspect the field coils for chafed wires and using

test
lamp prods check for both open and grounded

circuits.
To
test
for open coil, connect the prods
to the two leads from each coil. If the lamp fails
to light, the coil is open and must be repaired or

replaced.

To
test
for ground, place one prod on ground and
the other on the field coil terminal. If a ground is present the lamp
will
light and the coil must be

repaired
or replaced.
If
accurate
test
equipment is available, check the
field coils for current draw which should be with­
in
the limits of 1.2 to 1.3 amperes at 10 volts for both coils.
A shorted coil
will
of course show a much higher
draw,
while an open coil
will
show no draw. In
either case the generator output
will
be below
normal.

To
replace a field coil, disconnect the field termin­

als,
use a heavy screwdriver to remove the field

pole
piece screws, then the coils
together
with the

pole
pieces may be removed. When replacing the coils, set the
pole
piece screws by staking with a
center punch.

H-39.
Brush
Holders

With
test
prods check the insulated brush holder
to be sure it is not grounded. Touch the brush
holder with one prod and the frame with the other prod. If the lamp lights, a grounded brush holder is indicated.
Inspect the brush holders for
cracks,
distortion and

improper
alignment. The brushes should slide freely

and
should be in perfect alignment with the com­ mutator
segments.

H-40.
Assembling Generator

Install
the felt grease retainer and washer in the

drive
end head. See Fig. H-20.
Check
the bearing to be sure it is clean and
fill
it one-half full with

a
high melting point grease.
Install
the bearing
and
also install the inside felt washer and attach
the bearing retainer with the lockwashers and

screws.
Place the drive end head over the front end
of the armature shaft.
Install
the Woodruff key in the armature shaft and install the drive pulley,
being sure the key is in position. Secure in position

with
the washer and nut. Place the assembly on 189

'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

'Jeep1
UNIVERSAL
SERIES SERVICE
MANUAL

H
will
cause the battery to gas excessively and
will

shorten the life of the ignition contacts and, in

general,
will
have a detrimental
effect
on all con­
nected load.

Connect
an ammeter in series with the regulator
"B"
terminal and the lead removed from the termi­

nal.
Run the generator at a medium speed and per­

form
the following operation. After each
test
is
completed reconnect whatever leads have been opened.

H-51.
Test One
Disconnect the field lead at the generator.

a.
Output drops to zero—shorted field circuit in regulator or in wiring harness. See
test
2.

b.
Output
does
not drop—shorted field circuit in
generator. Inspect generator.

H-52.
Test Two
Disconnect the field lead at the regulator.

a.
Output drops to zero—shorted field in regulator.
See
test
3.

b.
Output
does
not drop—shorted wiring harness.

Repair
or replace wiring harness.

H-53.
Test
Three

Remove the regulator cover and hold the
voltage

regulator contacts open.

a.
Output drops to zero—regulator contacts stick­

ing,
regulator out of adjustment, or regulator in­ operative.
Check
operation
(test
5), check for high
resistance
(test
4), and clean contacts per instruc­
tions in Par. H-56.

b.
Output
does
not drop—shorted field circuit in
the regulator.
Clean
the regulator contacts and in­ spect the regulator visually for incorrect wiring be­
tween units and shorted leads.

H-54.
Test
Four

Operate
the units at 10 amperes output and meas­

ure
the
voltage
drop from the regulator base to
the generator frame.

a.
Voltage reading below .03 volts—ground
cir­
cuit
is satisfactory. See
test
5.

b.
Voltage reading above .03 volts—Inspect ground

circuit
for poor connections and eliminate the high
resistance. See
test
5.

H-56.
Test
Five

Connect
a headphone from the regulator field ter­
minal
to the base and hold the current regulator
contacts closed.

a.
A steady beat is heard—voltage regulator oper­
ating.
Reset regulator as in the operation
test,

Par.
H-47.

b.
An unsteady beat is heard—dirty or sticking
contacts.
Clean
contacts per instructions in Par.

H-56.
c.
No beat is heard—inoperative
voltage
regulator
unit.
Adjust regulator operation as in the operation

test.
If the regulator cannot be adjusted within
limits,
remove for overhaul.
H-56.
Cleaning of Contacts

Clean
the
voltage
regulator contacts with a #6

American
Swiss cut equalling file.
File
lengthwise

and
parallel to the armature and then clean the
contacts with clean linen tape.
First
draw a piece
of tape that has been wet with carbon tetrachlor­
ide
between
the contacts then follow with dry tape. Reset the regulator operation as in the oper­
ation
test,
Par. H-47.

H-57.
Low Battery and a Low or No Charging Rate

Check
all wiring for
loose
connections, frayed in­
sulation and high resistance connections and cor­
rect
any fault.

Make
sure the generator operates correctly with­
out the regulator in the
circuit.
Remove the "A"

and
"B" leads from the regulator and connect an
ammeter
between
them. Remove the field lead from
the regulator and while operating at idle speed
touch the field lead to the regulator base. Increase
the speed slowly noting the charging rate. 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.

Connect
an ammeter
between
the battery lead and
the regulator
"B"
terminal. Connect the field lead to the regulator "F" terminal and connect the

armature
lead to the regulator
"A"
terminal.
Con­

nect a voltmeter from the regulator
"A"
terminal to
the regulator base. Operate the generator at a medium speed and perform the following
tests:

H-58.
Test Six

Read
the voltmeter.

a.
Voltage builds up—open series
circuit.
See
test
7.
b.
Voltage
does
not build up—regulator out of ad­
justment, field circuit open, grounded series
circuit.
See
test
8.

H-59.
Test Seven
Remove the regulator cover and with the generator
operating at a medium speed hold the circuit

breaker
contacts closed.

a.
Ammeter shows no charge—open
circuit
breaker
shunt winding, incorrect setting of circuit breaker,

or
dirty contacts.
Clean
contacts and reset circuit

breaker
as in
Par.
H-47d. If the circuit breaker
can­
not be set, the shunt coil is open and the regulator
should be removed for overhaul.

b.
No generator output—clean the circuit breaker
contacts and try the
test
again. If there is
still
no
charge the series windings are open and the regu­

lator
should be removed for overhaul.

H-60.
Test
Eight

Run
the generator at idle speed and momentarily
connect a jumper from the
F-terminal
to the regu­

lator
base.

a.
Voltage builds up—open field circuit or regula­
tor out of adjustment. See
test
9.
b.
Voltage
does
not build up—grounded series
cir­

cuit.
Remove regulator for overhaul. 193

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
no soldering or unsoldering of leads; two complete

rectifying
diode assemblies
which
eliminate the need
for removing and replacing individual diodes; a
corpplete isolation diode assembly; and a rotor
assembly complete with shaft,
pole
pieces, field

coil,
and slip rings.

The
transistorized
voltage
regulator is an electronic
switching device. It
senses
the
voltage
appearing
at the auxiliary terminal of the alternator and
supplies the necessary field current for maintaining
the system
voltage
at the output terminal. The
output current is determined by the battery electri­
cal
load; such as headlights, heater, etc.

The
transistorized
voltage
regulator is a sealed

unit,
has no adjustments, and must be replaced
as a complete unit.

H-64. ALTERNATOR
PRECAUTIONS

The
following precautions must be observed to
prevent damage to the alternator and regulator.

a.
Never reverse battery connections. Always

check
the battery polarity with a voltmeter before

any
connections are made to be sure that all con­
nections correspond to the battery ground polarity of the vehicle.

b.
Booster batteries for starting must be properly
connected. Make sure that the negative cable of
the booster battery is connected to the negative

terminal
of the battery in the vehicle. The positive
cable of the booster battery should be connected
to the positive terminal of the battery in the
vehicle.

c.
Disconnect the battery cables before using a fast charger.

d.
Never use a fast charger as a booster for

starting
the vehicle.

e.
Never disconnect the
voltage
regulator while
the
engine
is running.

f.
Do not ground the alternator output terminal.
g.
Do not operate the alternator on an open
circuit
with
the field energized.

h.
Do not attempt to polarize an alternator.

These
precautions are stated here as an aid to

service
personnel. They are also restated at appro­

priate
places in the
text
of this section of the
manual.

H-65. ALTERNATOR
CHARGING
SYSTEM SERVICE
Important:
All alternator
tests
for the 35, 40 and
55 amp alternator are the same, however, there is a
difference
between
the location of the various ter­

minals
and field current specifications. The field

current
of the 35 amp alternator should be 1.7 to 2.3 amps, 40 and 55 amp alternators should be 1.8
to 2.4 amps, with
full
battery
voltage
applied to
the filed coil. Disassembly and assembly procedures

are
the same for all three alternators.
Terminal
locations and wire harness color
codes
for the 35,
40 and 55 amp alternator are shown in Fig. H-38.

H-66.
Service Diagnosis

In
diagnosing a suspected malfunction of the

alternator
charging system, consideration must
be given to the complete electrical power plant of the vehicle; including the alternator, regulator,
ignition switch, charge indicator lamp, battery,

and
all associated wiring. If it is suspected that the

alternator
is not fully charging the battery and

fulfilling
the electrical requirements of the electrical
system, several checks should be made before

checking
the alternator itself:

Note:
Whenever service is required in connection

with
an alternator problem, the first
step
should be to verify that the wiring harness hook-up is correct
as indicated in Fig. H-38.

a.
Test the condition of the battery and
state
of
charge
(Par. H-2).
If the battery is not fully charged
and
in
good
condition, use a replacement battery
for making alternator system
tests.

Caution:
Make certain that the negative battery

post
is connected to ground when making the
battery installation. Serious damage to the alter­

nator
can result if battery polarity is reversed.

b.
Check
fan belt for proper tension (Par.
C-27).

Caution:
To increase belt tension, apply pressure
to alternator front housing only as permanent damage can result if pressure is applied to
rear

housing.

H-67.
Alternator In Vehicle Tests

The
following
tests
are made with the alternator

in
the vehicle with output and regulator connec­
tions maintained to the alternator except as noted

in
Fig. H-27 and H-28. The field plug and
voltage
regulator are disconnected for
these
tests.
The

tests
are given in proper order and detail in the
following paragraphs.

a.
Isolation Diode Test: To determine if the isola­
tion diode is open or shorted, refer to Par. H-69.

b.
Alternator Output Test: To isolate the trouble
to the alternator or regulator, refer to Par. H-70.

c.
Alternator
Field
Circuit
Test: To determine the condition of the field
circuit
(brushes and rotor),

refer
to Par. H-73.

d.
Brush
Insulation
and Continuity
Test:
To deter­
mine the condition of the
brush,
refer to
Par.
H-75.

e.
Rotor In-Vehicle Test: To determine whether
the rotor coil is open or shorted, refer to
Par.
H-73.
f. Any further
tests
must be conducted with the

alternator
removed and disassembled. When this
is done, the condition of the rotor, the rectifying

and
isolation diodes, and the stator can be further
tested.

A
commercial alternator tester Sun
Electric
Model

VAT-20
or equivalent can be used to make all
necessary
tests
on the alternator system. If a com­

mercial
tester is used, follow the recommended
testing procedure outlined by the tester manu­

facturer.
If
a commercial tester is not available, follow the
testing procedure as outlined in this manual.

H-68.
Test Equipment

a.
Volt Ampere Tester such as Sun
Electric
Model

VAT-20
or equivalent with meter ranges as shown

in
the following list can be used. 195

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

H
H-72.
Removal
and
Installation
of

Voltage Regulator

The
transistorized
voltage
regulator is a sealed unit.
It
cannot be disassembled or adjusted. If found to
be defective in any way, it must be replaced as
a
unit.

The
transistorized
voltage
regulator is mounted on
the fender dust shield by three mounting screws.

Wiring
connections to the charging circuit are made through a three-prong connector.

To
remove the regulator, disconnect the three
-
prong connector and remove the three mounting

screws.
Installation of the regulator is the reverse
of the removal. (Refer to Fig. H-26.)
FIG.
H-26—VOLTAGE
REGULATOR

H-73.
Alternator Field Circuit Test

Voltage
Test — Refer to Fig. H-27.

a.
With the ignition key on and
engine
not
run­
ning,
the correct
voltage
at the auxiliary terminal is
approximately 1.5 volts. If the
voltage
at auxiliary

terminal
is higher than 2 volts, field circuit is defective — check brushes.
GREEN

13404

FIG.
H-27—FIELD
CIRCUIT TEST—VOLTAGE If
voltage
reads zero volts at auxiliary terminal,
check charge indicator lamp and associated circuit.
If
this
voltage
is not correct, continue with the fol­
lowing
test
described in paragraph b.
Amperage Test — Refer to Fig. H-28. b.
This
test
evaluates complete field circuit, inde­
pendent of
voltage
regulator.
Circuit
is through
brushes, slip rings, rotor to ground. With ignition switch off, current should be 2 to 2.5 amps. If
less

than
this, check brushes and slip rings. It is de­

sirable
to use a field rheostat in series with meter
for protection of the meter. If field is shorted, ex­
cessive current
will
flow through meter and dam­
age may result.
GREEN
FIELD
WIRE

DISCONNECTED

13405

FIG.
H-28—FIELD
CIRCUIT TEST- AMPERAGE
DRAW
H-74.
Brush Removal
and
Inspection

Refer
to Fig. H-29.

The
brushes can be removed and inspected while
the alternator is in the vehicle.

a.
Disconnect the plug to the field terminal. b. Remove the two screws and brush cover.
c. Remove brushes.
d.
Inspect brushes for excessive wear and proper
tension. The brushes can be installed by reversing
the above procedure.

H-75.
Brush Insulation
and
Continuity Test

Refer
to Fig. H-30.

a.
Connect leads of a 12-volt
test
lamp to field
FIG.
H-29—BRUSH
REMOVAL

1—
Screw

2—
Cover

3—
Brush
and
Holder
Assembly
4—
Alternator
197

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H

©
© © ® (a
1—
Bolt

2— Cap
Screw

3—
Brush
Assembly
Cover

4—
Brush
Assembly
5—
Locknut

6—
Isolation
Diode 7— Nut
8—
Insulated
Washer
9—
Rear
Housing

10—Slip
Ring
FIG.
H-31—ALTERNATOR

11—
Insulated
Washer 12— Negative Diode Assembly
13—
Positive Diode Assembly
14—
Stator

15—
Rear
Bearing 16—
Rotor
17—
Retaining
Clip

18—
Front
Bearing
19—
Front
Housing
20— Nut 11485
21—
Fan
22—
Pulley

23—
Lock
Washer
24— Nut 25—
Woodruff
Key 26—
Bushing

27—
Insulated
Sleeve
28— Nut sembly straight out until the brushes are clear of

rotor
assembly.
Lift
the brush assembly out of the housing.

b.
Remove the isolation
diode
assembly by re­
moving nuts.

c.
Remove fan, pulley, lock
washer,
nut and spacer.
With
the nut removed, remove pulley using
Puller,

the other parts can then be removed easily from the

rotor
shaft. The spacer
will
not
come
off until the key is removed.

d.
Separate front housing from
rear
housing by
removing
bolts
and nuts.
Then
insert blade of
a
small screwdriver in the stator
slots
between
the
stator and the front housing. Wedge apart the
halves of the alternator.

Caution:
Take
care not to insert the screwdriver
blade deeper than J/f6" [0,16 cm.] below a stator.

Otherwise
damage to the stator windings may

result.
It may be necessary to apply pressure at

several
points around the stator to extract rotor

and
front housing as an assembly. Be careful not
to
burr
the stator core as this would make reas­ sembly difficult.

e.
Remove the two rectifying
diode
heat sink as­semblies and the stator as a complete unit from
the
rear
housing by removing nuts and locknuts.
Note
that the positive
diode
assembly is insulated

from
the alternator housing by insulated washers

and
insulated sleeves.
f. The
diode
and stator assemblies may now be
tested
as outlined in
Par.
H-83.
For
additional
test­
ing
(Pars.
H-84 and H-85) or to replace a
diode
heat
sink
assembly, unsolder the three soldered con­
nections at the
diodes
to separate heat sink from stator.

Caution:
When unsoldering the stator wires from
the rectifier
diode
assembly, provide a heat sink
to the
diode
terminal using a
pair
of long-nosed
pliers
to dissipate the heat away from the diodes.

g.
To remove the rotor assembly from the front
housing remove the woodruff key and split spring

washer
(bearing retainer).
FIG.
H-32—REMOVING
FRONT
BEARING

1—Front
Bearing Remover C-4068
h.
With
the woodruff key removed and the split

spring
washer
loose,
the rotor may be removed
from
the front housing by tapping the rotor shaft
on a
soft
wood surface.

i.
Remove the front and
rear
bearings from the

rotor
shaft by using Bearing Remover C-4068 for
the front bearing, as shown in
Fig.
H-32, and
Bear­
ing Remover C-3936 for the
rear
bearing, as shown

in Fig.
H-33.

H-81.
General
Inspection

a.
All parts should be wiped clean and visually inspected for wear, distortion, and signs of over­
heating or mechanical interference.

b.
Check
the bearings for roughness or excessive

clearance.
They should be replaced if found defective.

Note:
New bearings are prelubricated. Additional

lubrication
is not required. 199

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

H
Resistance
should be approximately 0.1 ohm.

An
extremely accurate instrument would be neces­
sary
to ascertain shorted turns.
Only
an open condi­
tion can be detected with a commercial ohmmeter.

If
the alternator has been disassembled because of
an
electrical malfunction, replace stator only after

all
components have been checked and found to
be satisfactory.

H-85.
Out-Of-Circuit
Rectifier Diode Test

With
the rectifier diode heat sinks disconnected
from
the stator assembly (Par. H-80), the diodes

can
be individually checked with the Diode Tester

C-3829.
FIG.
H-36—RECTIFIER
DIODE
TEST
POINTS

1— Diode Plate Stud

2—
Diode Terminals

Fig.
H-36 shows the
test
point location for either positive or negative diode.

Plug
Tester C-3829 into a 110-volt AC outlet.
Connect
alligator clip to diode plate stud, and the probe of the tester to each of the three diode ter­

minal's
test
points. Negative diodes
will
give a
negative deflection of the needle and positive
diodes
will
give a positive deflection. The meter

reading
should be the same for each of the diodes

and
should be 2 or over for a
good
diode. If a diode is faulty, replace the entire diode heat sink
assembly. H-86.
Assembling Alternator

Refer
to Fig. H-31.

a.
To install front bearing in front housing, press
the bearing into place on an arbor press using

Bearing
Installer C-3858. Position the split spring

washer
in the front bearing housing oh top of the bearing.

b.
Install
the
rear
bearing on the rotor shaft front
end using Bearing Installer C-3935 as shown in

Fig.
H-37.
FIG.
H-37—INSTALLING
REAR
ROTOR
BEARING

1—
Rear
Bearing Installer C-3935

2—
Rotor
Shaft
C.
Place the rotor assembly
into
position in the
front housing by tapping rotor shaft on a
soft

wood surface.

d.
Position diode assemblies and stator as a unit
into the
rear
housing. Make certain that insulator
washers and insulator
sleeves
are correctly posi­
tioned on the positive diode assembly.

e.
To assemble the subassembly halves of the
alternator
(front
housing and
rear
housing). Slide
the front housing over the stator.
Install
the bolts
and
nuts.
f. Position first the spacer, then the woodruff key
on the rotor shaft and slide on the fan.
Carefully

position the alternator in a vise with the clamps
of the vise held to the pulley. Position the pulley
so it is just starting to slide over the woodruff

key.
Press it into position by tightening nut with

a
wrench. When the pulley is properly positioned,
remove the nut, place the lock washer on the

rotor
shaft, and again replace the nut.

g.
Install
the isolation diode assembly and secure

with
locknuts.

h.
Install
the brush housing in position in the
rear

housing.
Install
the brush housing cover and the
tapping screws.

i.
Turn
the rotor by hand listening carefully to

make
certain there is no interference between the

rotor
and the stator winding.
H-87.
Alternator Installation

To
install the alternator, reverse the procedure 201

H

ELECTRICAL
SYSTEM
FIG.
H-38—WIRE
COLOR CODE
AND

LOCATIONS
FOR
ALTERNATOR HOOK-UP

1— Regulator (Auxiliary)
Terminal
(Cable —
Grey)

2— Output
Terminal:
(Red)

3—
Regulator
Terminal
(Cable —
Grey)

4—
Ground
Terminal
(Cable — Black-White
Tracer)
5—
Field
Terminal
(Cable — Green-White
Tracer)

6—
Ground
(Optional)
Terminal
(Cable — Black-White
Tracer)
REAR
VIEW

35
AMP.
ALTERNATOR
REAR
VIEW
40
& 55 AMP.
ALTERNATOR
given in Par. H-78, adjusting the fan belt to its
proper tension after the alternator is mounted, as described in Par. C-27. Wires should be connected
as shown in Fig. H-38.

When
the vehicle is equipped with a radio, a .55
mfd. capacitor is required on the alternator. Mount
the capacitor strap to a ground terminal and con­
nect the lead to the output terminal.
H-88.
STARTING
SYSTEM
SERVICE
H-89.
Ignition
Switch

The
ignition switch serves both to energize the
ignition system and
engage
the starter switch.
The
ignition switch has four positions: (1) AC­

CESSORY,
(2)
LOCK,
(3) ON, and (4)
START. The
key must be in the switch to turn it to any position other than
LOCK,
and the key can be
removed only in the
LOCK
position.
In "ACC",
a connection is made from the battery

terminal
to the accessory terminal of the switch to
allow accessories such as the radio, blower and/or
windshield wiper to be operated with the ignition, fuel
gauge
and indicator light circuits off.
In "LOCK",
no accessory supplied through the
ignition switch can be operated. Also, the ballast
resistor (V-6
engine
only) circuit to the ignition
coil
(IGN) is grounded.
In
"ON", a connection is made from the battery

terminal
to the accessory terminal so that all
ignition switch supplied accessories can be operated. Also the battery is connected to the ballast resistor
(V-6
engine
only) leading to the ignition coil

(IGN).
From
this same terminal, a lead
into
the
instrument cluster energizes the fuel
gauge
and
indicator lights.
In "START",
all ignition switch supplied acces­
sories are temporarily disconnected. A connection is made to the starter solenoid lead. The charge

and
oil indicator lamps
will
light until the
engine
is started.
H-90.
Ignition
Switch
Removal

a.
Remove the bezel nut and pull back the main
switch body.
Lower
the switch
body
from under the instrument panel so that the wiring harness plug

can
be removed from the prong connection,
b. If the lock cylinder is to be removed, turn the
ignition key to the right and insert a short
piece

of wire or end of a paper clip
into
the lock release

hole
in the switch body. Pressing on the lock
cyl­
inder retainer
will
allow the cylinder to be removed.
H-91.
Ignition
Switch
Installation

Before installing the lock cylinder
into
the main
switch body,
note
the position of the lock cylinder
retainer.

a.
Place the lock cylinder
into
the main switch
body
with the highest part of the lock cylinder
retainer in line with the lock release
hole
in the
main
switch body.
b. Compress the lock cylinder retainer so that the
lock cylinder can be installed all the way
into
the

main
switch
body
or until the retainer can be

seen
through the pin hole.

c.
Install
wiring harness plug
onto
switch
body

prong connection.

d.
Install
this main switch
body
into
the instru­
ment panel opening from the
rear.

e. To make sure that the switch is in its correct position, install the ignition key in the off position.
Then
turn the switch
body
until the key is straight
up and down. Remove the key, install the bezel
nut and secure.
H-92.
PRESTOLITE
STARTING
MOTOR
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite starting motor on the V6
engine
is

similar
in construction (with exception of pinion housings) to the starting motor installed on F4

engines.
The
starter solenoid switch is bolted to the starter
frame.

The
starter is equipped with
sealed-type
absorbent
bronze bearings and no lubricant is required. Service procedures for the Prestolite starter are
given in
Pars.
H-93 to H-107. 202

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
13406

FIG.
H-39—STARTING
CIRCUIT

1—
Ground
Cable
2—
Battery

3—
Positive Cable
4—
Alternator
Wire
5—
Alternator

6— Ignition Switch
Wire

H-93.
Maintenance Procedure

A
periodic inspection should be made of the start­ ing circuit. Since the interval
between
these
checks

will
vary according to the type of service, it should, under normal conditions, be made every 500 hours
of operation. Inspect all starting circuit wiring for damage.
Check
for
loose
or corroded terminals and
for dependable operation of the starting motor.

H-94.
Wiring

Refer
to Fig. H-39. Inspect the starting circuit to make sure that all
connections are clean and tight.
Check
for worn or damaged insulation on the wires. Perform a volt­

age-loss
test
to make sure there is no
loss
of start­ ing motor efficiency resulting from high resistance
connections. Voltage
loss
from the battery ter­
minal
to the starting motor terminal should not
exceed .30 volts for each 100 amperes. Voltage
loss
between
the battery ground
post
and the start­ing motor frame should not exceed .10 volts for
each 100 amperes. If the
voltage
loss
is greater
than
these
limits, measure the
voltage
loss
over
each part of the circuit until the resistance causing the
voltage
loss
is located and corrected.

H-95.
Commutator
Sluggish starting motor operation may be caused by a dirty commutator or worn brushes. The com­mutator cannot be cleaned while the. starting motor is mounted on the
engine
and it
will
be necessary
to remove it and proceed as for an overhaul. Should 7— Ignition Switch
8— Solenoid
Wire

9—
Starter

10— Solenoid
11—
Connector
Strap
the commuator be rough or worn, it should be
removed for cleaning and reconditioning.
H-96.
Overhaul Procedure

At
periodic intervals the starting motor circuit
should be thoroughly checked and the motor re­ moved from the
engine
for cleaning and checking.

H-97.
Removal and Disassembly

Refer
to Fig. H-40 and H-41.
To
remove the starting motor from the engine, dis­
connect the leads and cover the battery lead ter­

minal
with a piece of
hose
or tape to prevent short

circuiting.
Remove the flange
bolts
holding the starting motor to the flywheel housing. Remove
the starting motor from the vehicle.

Each
part of the starting motor should be removed, cleaned, and inspected for evidence of wear or
damage. The Bendix
Folo-Thru
Drive should be
cleaned and inspected for evidence of wear or a distorted spring. Bearings should be checked for
proper clearance and fit. All insulation should be
free of oil and in
good
condition. The armature,
field coils, and brushes should be checked for
good
ground and lack of open circuits.

H-98.
Brushes

a.
The brushes should slide freely in their holders
and
make full contact on the commutator. Worn
brushes should be replaced.
b.
Check
brush spring tension with a spring scale.
Hook the scale under the brush spring near the 203