engine oil JEEP CJ 1953 User Guide

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

B
Reinstall
the axle shafts, and
refill
the housings to
plug level using the universal joint lubricant
specified in
Lubrication
Specifications.

B-56.
Front
Axle Wheel Bearings

To
lubricate the wheel bearings, it is necessary
to remove, clean, repack, and adjust them. When
front wheel hubs and bearings are removed for
lubrication,
they should be thoroughly washed in a
suitable cleaning solvent. The bearings should be
carefully
dried and then given a thorough cleaning

and
inspection. Use a clean brush to remove all

particles
of old lubricant from bearings and hubs.

After
the bearings are cleaned, inspect them for
pitted races and rollers. Also, check the hub oil
seals.

Note:
Wheel bearing lithium base lubricants are
used at the factory for
initial
fill
of
these
bearings.
When
lithium base and sodium base lubricants are

mixed,
the result is a thinned-out mixture that
can
bleed through seals. It is therefore important
that lubricants with the correct base be used when

lubricating
the wheel bearings.
Should
leaks occur at wheel bearing seals, the leaks

may
be caused by a mixture of two
types
of
lubri­

cants.
In such cases, the old lubricant should be
completely removed before new lubricant is added.

Wheel
bearings should be thoroughly cleaned,
lubricated
with lithium base and reinstalled.

Repack
the bearing
cones
and rollers with grease

and
reassemble hub in the reverse order of the
disassembly. Test the bearing adjustment as out­

lined
in Section Q.

B-57.
Rear
Axle Wheel Bearings

The
Rear
wheel bearings an early models equipped

with
lubrication fittings with a vent opening
through the housings above each fitting should be
lubricated
sparingly, each
2,000
miles
[3.200
km.].

Use
a hand compressor and wheel bearing grease,
forcing
the grease through each lubrication fitting

until
it flows from the vent. Vent should be kept
clear
of obstruction or grease
will
back up into the

brakes.
Do not add grease after it flows from the
vent for it may be forced through the wheel key-
way
onto
the outside of the wheel and possibly

onto
the brake linings.
Rear
wheel bearings that do
not have lubrication fittings should be removed
each
12,000
miles
[19.200
km.] and the bearing
cleaned, inspected and repacked. Refer to proce­

dure
in Par. B-56.

Note:
When servicing the Flanged Axle Unit
Bear­

ing Assembly, refer to Section N, Par. N-5 for

proper
lubrication procedures.

B-58.
Propeller Shafts
and
Universal Joints

The
propeller shaft slip joints and universals should
be lubricated with a hand compressor grease gun so as to not damage the bearing seals. The units
should be lubricated with a
good
quality grease.

Refer
to the
Lubrication
Chart
for lubrication fre­
quency and lubricant type and grade. B-59.
Lights
and
Controls

a.
Check
all interior and exterior lights and light
switches for proper operation, including: parking
lights, headlamps (high beam and low beam),

tail
lights, brake lights, directional lights, and in­ strument panel lights.

b.
Check
all instrument panel controls and
instru­

ments for proper operation.

B-60.
Speedometer Cable

Remove the
speedometer
cable from its housing every
12,000
miles
[19.300
km.].
Clean
it thor­
oughly and coat it with a
good
quality light graphite grease.

B-61.
Headlights

Refer
to Section H.

B-62.
Heater Controls

Apply
Lubriplate
130-A to all friction points and
pivot points on the heater controls panel unit as well as the pivot points at the dashpot. Apply

a
few drops of penetrating oil all along the Bowden
cable.
This
oil
will
penetrate into the center wire.

B-63.
Windshield Wiper and
Washer Controls

Lubricate
the friction points and the pivot points
on the windshield wiper transmission and linkage

arms
with a slight amount of
Lubriplate
130-A.

B-64.
Rotate Tires

Refer
to Section Q for the correct method of rotat­ ing the tires.

B-65.
Body Lube Points
•
Refer to Par. B-66 through B-68.

B-66.
Hood Hinge Pivot Points

Lubricate
the frictional points of the hood hinge
pivot points with a few drops of light-weight
engine

oil.
B-67.
Glove Compartment Door Latch
Sparingly
wipe
Lubriplate
130-A on the
glove
com­
partment door latch.

B-68.
Tailgate Hinges

Lubricate
the friction points of the tailgate hinges

with
a few drops of light-weight
engine
oil.

B-69.
LUBRICATION
OF
OPTIONAL EQUIPMENT

B-70.
Pintle Hook

When
lubricating the vehicle, place a few drops of oil on the pintle hook and safety latch pivot pins.

B-7!.
Centrifugal Governor

Check
the oil level in the governor housing at each
vehicle lubrication. Use the same seasonal grade
oil
as is used in the
engine
and change oil at each

engine
oil change. Do not
fill
the housing above
the level indicating plug opening. Keep the vent

in
the filler plug open at all times. 17

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

Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

c
TUNE-UP

Contents

SUBJECT
PAR.

GENERAL
C-l

TUNE-UP
.C-2
Air
Cleaner
C-21

Battery
. C-3
Carburetor
Adjustments
C-2 5

Coil
C-20
Crankcase
Ventilation C-6

Cylinder
Compression C-9

Cylinder
Head(s) .C-5

Dash
Pot Adjustments .C-26

Distributor
Service C-10
thru
C-13

Distributor
Resistance Test C-l6

Fan
Belt
C-2 7
Fuel
Lines
and Screens
C-2
2

C-l.
GENERAL
An
engine tune-up should be performed for all
Jeep Vehicles each 6000 miles [9.600 km.] or at the end of each 250 hours off-the-road operation,
to ensure best possible performance at all times.
The
tune-up should follow the sequence given in
this section.
Because of federal laws limiting exhaust emissions,

it
is even more important that the engine tune-up is
done
accurately, using the specifications listed
on the tune-up sticker found in each engine com­

partment.

Note;
To ensure proper operation and effectiveness
of the exhaust emission control system, and to
comply with
Federal
and State requirements, a
recheck
of ignition timing, idle speed and idle mix­

ture
and necessary adjustments must be performed
after the first
2,000
miles [3.200 km.] of vehicle
operation.

A
minor engine tune-up should be performed every
6,000
miles [9.600 km.] or at the end of 250 hours
of off-the-road use.
Major
engine tune-up should
be performed every 12,000 miles [19.300 km.].

The
parts of units which affect power and perform­
ance may be divided into three groups:
(1) Units affecting compression
(2) Units affecting ignition
(3) Units affecting carburetion

The
tune-up procedure should cover
these
groups
in
the order given. While the items affecting com­
pression and ignition may be handled according
to personal preference, correction of items in the
carburetion
group should not be attempted until

all
items affecting compression and ignition have
been satisfactorily corrected.

Note:
To make sure hydro-carbon and carbon
monoxide emissions
will
be within limits, it is very

impotrant
that the adjustments be followed exactly
as listed on the sticker found in each engine compartment.
SUBJECT
PAR.

Fuel
Pump . . C-23

Heat
Control
Valve C-7

Ignition
Cables C-19

Ignition
Timing
. C-14

Ignition
Wires C-l8

Manifold
C-5

Manifold
Vacuum C-24

Point
Dwell C-17

Primary
Circuit
Tests
.................
C-15
Spark
Plugs C-4

Tappets
C-8

ROAD TEST C-2
8

SERVICE
DIAGNOSIS
. : C-29

TUNE-UP SPECIFICATIONS..
C-30

Minor
engine tune-up consists of the following.
Inspect
and correct as required:
Battery
cables and connections.
Alternator
and regulator wiring.

Primary
— Secondary wiring, distributor cap.

Cylinder
head torque.

Contact
point dwell.

Vacuum
and centrifugal advance.

Ignition
timing.
Spark
plugs for correct air gap.

Adjust
idle speed and idle air mixture.

Adjust
all drive belt tensions.
Clean
carburetor air cleaner.

Lubricate
exhaust manifold damper.

Major
engine tune-up includes the following.
Inspect
and correct as required:
Battery
condition and charging
circuit.
Clean,
lubricate
and tighten battery cable connec­
tions.

Ingition
system.
Spark
plugs; replace if necessary or clean and gap.

Compression
check.

Primary—Secondary
wiring, distributor cap.

Replace
contact points and condenser.

Lubricate
distributor cam with cam grease.
Adjust
contact points.

Check
vacuum and centrifugal advance. Set ignition timing.

Torque
cylinder head.
Adjust
idle speed and idle air mixture.

Replace
fuel filter element (every 12,000 miles [19.300
km.]).

Adjust
all drive belt tensions.

IMPORTANT: SPECIFICATIONS
FOR EN-

GINE
RPM.
DISTRIBUTOR POINT DWELL,
AND IGNITION TIMING GIVEN
IN
TUNE- UP SECTION
C
REFER
TO
VEHICLES
WITH
AND WITHOUT EXHAUST EMISSION CON­

TROL
SYSTEMS.

FOR
VEHICLES
EQUIPPED WITH EXHAUST
EMISSION CONTROL SYSTEMS ALSO
REFER
TO
SECTION
Fl (F4-134
ENGINE)
AND
F2 (V6-225
ENGINE).
19

c

TUNE-UP

14011

FIG.
C-8—POSITIVE CRANKCASE VENTILATION VALVE
vacuum
hose
and insert a stiff wire into the valve
body and observe whether or not the plunger can be readily moved (Fig. C-8). The valve may be
cleaned, by soaking in a reliable carburetor clean­
ing solution and drying with low pressure dry air.
b.
Hurricane
F4 Engine.

Ventilation
of the
Hurricane
F4
engine
is accom­
plished in the same manner as the Dauntless V-6

engine
described above, the differences being that clean air enters the crankcase through a
hose
con­ nected
between
the top cover of the air cleaner and
the oil filler tube of the engine. The ventilation valve is screwed to a pipe fitting mounted in the
center of the intake manifold
between
number two

and
three cylinder inlet. A
hose
connects the venti­
lation valve to a vapor
dome
on the rocker arm
cover. Service procedures are the same as
those

used on the Dauntless V-6 engine. The valve may be checked for vacuum
pull
by removing the
hose

from
the valve while running the
engine
at fast idle speed and placing a finger on the valve opening to
check the vacuum. (Refer to Fig. C-9).

C-7.
Service
Manifold
Heat
Control
Valve
The
Dauntless V-6
engine
is equipped with a mani­fold heat control valve (Fig. F-6). Test the valve
for free operation. Place a few drops of penetrating

oil
at each end of the shaft where it passes through
the manifold.
Then
move
the valve up and down

a
few times to work the oil into the bushing. When
the
engine
is cold, the valve should be in the closed
position to ensure a fast warm-up of the intake
manifold for better fuel vaporization. When the
valve is closed, the counterweight is in its counter­ clockwise position. As the
engine
warms the coun­
terweight slowly rotates clockwise until the valve is fully open.

C-8.
Check
Valve
Tappet
Clearance
a.
Hurricane
F4 Engine.

With
the
engine
cold, check and adjust the intake
valve to .018"
[0,460
mm.] clearance and the ex­
haust valves to .016" [0,406 mm.] clearance. The
intake valves are adjusted by removing the rocker

arm
cover mounted on the cylinder head.
Turn
the
engine
over until No. 1 cylinder piston is on top
dead center on its compression stroke, then using a
feeler
gauge
check the clearance
between
the valve stem and the toe of the rocker arm. If clearance is

less
or greater than .018"
[0,460
mm.] the valve
must be adjusted by turning the rocker arm nut
clockwise to decrease and counterclockwise to in­ crease the clearance. When No. 1 cylinder intake
valve has been properly set use the same proce­
dures to check and reset, if necessary, the remaining
three cylinder valves. The exhaust valves are ad­ justed by removing the tappet cover located on
the right side of the engine. Place the cylinder to
be adjusted on top dead center (compression stroke) and check the clearance
between
the valve stem and tappet screw with a feeler
gauge.
If the
clearance is
less
or greater than .016" [0,406 mm.]
the valve must be adjusted by loosening the tappet
screw locknut and turning the screw until the proper clearance is obtained, then tighten the lock-
nut.

Note:
Always recheck the valve clearance after
tightening the locknut.
b. Dauntless V-6 Engine.

The
valve tappet clearance of the Dauntless V-6

engine
needs
no adjustment as the lifters are

hydraulic
and require no lash adjustment at time
of assembly or while in service.

C-9.
Check
Engine
Cylinder
Compression
a.
Hurricane
F4 Engine.

To
take the compression readings of the
engine
cylinders
remove all the
spark
plugs and disconnect
the high tension wire from the coil.
With
the throttle and choke open
turn
the
engine
with the

starter
motor while firmly holding the compression
gauge
in the
spark
plug port of the cylinder to be
checked. Allow at least four compression strokes
when checking each cylinder and record the first
and
fourth stroke reading of the
gauge.

When
pressure quickly
comes
up to specified pres­

sure
and is uniform
between
all cylinders within 10 psi. [0,7 kg-cm2] it indicates that the
engine
is
operating normally with satisfactory seating of

rings,
valves, valve timing, etc.
When
pressure is low on the first stroke and builds
up to
less
than specified pressure it indicates com­
pression leakage usually attributable to rings or
valves. To determine which is responsible, pour
Vz
oz. [15 cm3] of tune-up oil into each cylinder.

Allow
a few minutes for the oil to leak down past
the rings and then again
test
compression. If com­
pression pressures improve over the first
test,
the trouble is probably worn piston rings and bores. If
compression pressures do not improve, the trouble
is probably caused by improper valve seating. If
this condition is noticed on only two cylinders that
are adjacent, it indicates that there is a possible gasket leak
between
these
cylinders. If inspection
of the
spark
plugs from
these
cylinders disclosed
fouling or surface cracking of electrodes, gasket leakage is probable.

When
pressure is higher than normal it indicates
that carbon
deposits
in the combustion chamber have reduced the side of the chamber enough to
give
the
effect
of a raised compression ratio.
This

will
usually cause a pinging sound in the
engine
when under load that cannot be satisfactorily cor­rected by timing. The carbon must be cleaned out
of the
engine
cylinders to correct this trouble.

Reinstall
the
spark
plugs. Torque with a wrench
to proper setting.

Advise
the vehicle owner if compression is not satisfactory. 24

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

COMPRESSION PRESSURE LIMIT CHART

Maximum
Pressure
Minimum

Pressure
Maximum

Pressure
Minimum

Pressure

psi.
kg-cm2
psi.
kg-cm2
psi.

kg-cm2

psi.

kg-cm2

134 9,42 101 7,10
188
13,22 141
9,91
136 9,56 102 7,17 190
13,36 142
9,98
138 9,70 104 7,31 192
13,50 144 10,12
140 9,84 105 7,38 194
13,64 145
10,19
142 9,98 107 7,52 196
13,78 147 10,33
144 10,12 108 7,59 198
13,92
148 10,40
146 10,26 110 7,73 200
14,06 150 10,55
148 10,40 111 7,80
202
14,20 151
10,62
150 10,55 113 7,94 204
14,34 153
10,76
152 10,68 114 8,01 206
14,48 154 10,83
154 10,83
115 8,08 208
14,62 156
10,97
156 10,97 117 8,23
210
14,76 157 11,04
158 11,11 118 8,30 212
14,90
158 11,11
160 11,25 120
8,44 214
15,04 160
11,25
162 11,39 121 8,51 216
15,18 162 11,39
164 11,53
123 8,65 218
15,32 163
11,46
166 11,67 124 8,72 220
15,46 165 11,60
168 11,81 126 8,86 222
15,61 166
11,67
170 11,95 127 9,83 224
15,75 168 11,81
172 12,09 129 9,07 226
15,89 169
11,88
174 12,23 131 9,21 228
16,03 171 12,02
176 12,37 132 9,28 230
16,17 172
12,09
178 12,51 133 9,35 232
16,31
174 12,23
180 12,65 135 9,49
234
16,45 175 12,30
182 12,79 136 9,56 236
16,59 177 12,44
184 12,94 138 9,70
238
16,73 178 12,51
186 13,08 140 9,84
b.
Dauntless V-6 Engine.

To
check the
engine
cylinder compression use the
following procedures:

Firmly
insert compression
gauge
in
spark
plug
port
(Fig.
C-10).
Crank
engine
through at least four
compression strokes to obtain highest possible

reading.

Check
compression of each cylinder. Repeat com­
pression check and record highest reading obtained on each cylinder during the two pressure checks.

Note:
The recorded compression pressures are to
be considered normal if the lowest reading cylinder
is more than seventy-five percent of the highest

reading
cylinder. See the following example and
the "Compression Pressure
Limit
Chart".
Example:

Cylinder
No. 1 2 3 4 5 6

Pressure
(psi.) 129 135 140 121 120 100
Seventy-five percent of 140 (highest) is 105.
Thus,

Cylinder
No. 6 is
less
than seventy-five percent
of
Cylinder
No. 3.
This
condition, accompanied by low speed missing, indicates an improperly seated
valve or worn or broken piston
ring.

If
one or more cylinders read low, inject about

a
tablespoon of
engine
oil on top of pistons in low

reading
cylinders through
spark
plug port. Repeat compression check on
these
cylinders.

If
compression improves considerably, rings are

worn.
If compression
does
not improve, valves are

sticking
or seating poorly.

If
two adjacent cylinders indicate low compression

and
injecting oil
does
not increase compression, the
cause may be a head gasket leak
between
the

cylinders.
Engine coolant and/or oil in cylinders could result from this
defect.
FIG.
C-10—CHECKING ENGINE CYLINDER
COMPRESSION
—
DAUNTLESS
V-6
ENGINE
FIG.
C-l
1—CONTACT
POINTS
MATERIAL
TRANSFER

25

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

c

TUNE-UP
C-13. Replacement and Adjustment of

Delco
Distributor Point Set

When
inspection of the contact points show re­ placement to be advisable, the following procedure
should be used. See Fig. C-13.

Note:
The service replacement contact point set
has the breaker spring tension and point alignment
adjusted at the factory.

Removal
of
Contact Point
Set

a.
Remove distributor cap by inserting a screw­

driver
in upper slotted end of cap retainers,
press

down and turn 90° counterclockwise. Push distri­
butor cap aside and remove rotor. Disconnect the condenser and primary leads from their terminal
by loosening the retaining screw. If there is no

retaining
screw, simply slip leads out.
b. Loosen two screws and lock
washers
which hold
the contact point set in place. Then remove point
set.

Installation
of
Contact Point
Set.

a.
Slide contact point set over
boss
on breaker
plate and under the two screw heads. Tighten two
screws and lock washers.

b.
Install
condenser and primary leads.

Note:
Leads must be properly positioned so they

will
not
come
in contact with
bottom
of weight
base or rotor.

c.
If
engine
does
not start readily, position contact

arm
rubbing block on peak of cam lobe, insert
V%"
[3,86 mm.] Allen wrench in adjusting screw and

turn
screw in (clockwise) until contact points

just
close. Then back screw out (counterclockwise)
V2
turn
(180°)
to obtain a point gap of approxi­
mately .016" [0,406 mm.] for a preliminary setting.

Adjustment
of
Contact Points
—
Engine Running
Note:
When adjusting contact point dwell angle,
always follow the instructions which
come
with the

dwell
meter.

a.
Connect dwell tester leads: red to distributor
side of coil, black to ground.

b. Turn
selector switch to position for
6-lobe
cam.

Turn
ignition switch on.

c.
Start engine.
Lift
adjustment window and insert
Vs"
[3,86 mm.] Allen wrench in adjusting screw.
Set dwell angle at 30 degrees. See Fig. C-14.

d.
After adjusting dwell angle, always check
ignition timing.

C-14.
Check
Ignition
Timing

a.
Hurricane F4 Engine.
If
a neon timing light is available, use it to check
igntion timing following the instructions of the
timing light manufacturer.

In
the absence of a timing light, remove No. 1

spark
plug and turn the
engine
over until No. 1
piston is on compression stroke as indicated by
air
being forced from No. 1 spark plug opening.
Turn
the
engine
slowly until the specified
degree
mark
on the timing gear cover is in alignment with
FIG.
C-l6—HURRICANE
F4
ENGINE

TIMING
MARKS
the notch on the crankshaft pulley. Fig. C-l6 shows
the timing pointer arrangement of the Hurricane
F4
engine. Refer to Ignition Timing Specifications
Par.
C-30. When the piston is positioned 5°
BTC,

timing is correctly set if the distributor rotor arm
points to No. 1 terminal in the distributor cap and
the distributor points are just ready to break. See
Fig.
C-12. Timing may be altered by loosening the

distributor
mounting clamp and turning the distri­
butor.
Turn
the distributor clockwise to advance
the timing and counterclockwise to retard the tim­
ing.
Do not overtighten the mounting clamp screw.
FIG.
C-l7—DISTRIBUTOR ROTATION
AND

FIRING
ORDER,
F4
ENGINE b.
Dauntless V-6 Engine.

Check
timing with a timing light connected to the

spark
plug of No. 1 cylinder (front cylinder, left

bank).
Yellow timing
mark
on the vibration damper must align with the specified
degree
mark

on the timing indicator (Fig.
C-18).
Refer to
Igni­

tion Timing Specifications Par. C-30. With the
engine
running at correct idle speed and the vacu­

um
advance
hose
disconnected from the distributor

and
the line plugged, check for correct timing
set­

ting. If necessary,
loosen
the distributor clamp bolt

and
rotate the distributor until proper alignment of timing marks is attained. Tighten mounting

screw.
After correct setting is made, unplug the

vacuum
line and reconnect it, operate the
engine
and
check operation of the vacuum advance.

Note:
Turn
the distributor counterclockwise to ad­
vance timing; turn clockwise to retard timing. 28

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

C

FIG.
C-18—DAUNTLESS
V-6
ENGINE
TIMING
MARKS
C-15.
Primary
Circuit
Tests

Excessive
voltage
drop in the primary circuit
will

reduce the secondary output of the ignition coil,
resulting in hard starting and poor performance. Inspect all primary wiring for
loose
or corroded
terminals, worn insulation, and broken strands,
a.
Connect voltmeter positive (-J-) lead to the
positive battery terminal, as shown in Fig. C-20.
The
negative
lead (—) is connected to the ignition
side of the resistor on Dauntless V-6
engine.
The

negative
lead (—) is connected to the ignition
pri­

mary
of the coil on Hurricane F4
engine.
Con­
nect a jumper wire from the distributor primary

terminal
of the coil to the ground. Be sure all lights and accessories are off. b. With the ignition switch on, the
voltage
should
not
exceed
.4 volts. More than .4
volts
indicates

excessive
resistance
exists
in the battery cable, ignition switch wiring, or the ignition switch. The

excessive
resistance may be located with voltmeter checks across each section of the circuit.
c. Remove the jumper wire from the coil. Connect
the voltmeter positive (-f) lead to the distributor
terminal
of the ignition coil. Ground the
negative
(—) lead of the voltmeter.
12156
FIG.
C-20—IGNITION
PRIMARY
CIRCUIT

RESISTANCE
CHECK

1—
Distributor

2—
Distributor
Primary
Terminal

3—
Coil

4— Ignition Resistor 5— Ignition Switch 6— Ignition Switch Side of Resistor 7— Positive Battery
Terminal

8—
Battery

9—
Jumper
Wire
d.
Note
the
voltage
with the ignition switch on.

If
battery
voltage
is indicated, the distributor

breaker
points
are open. Rock the
engine
to
close

the points. Voltage
less
than .2 volt indicates the

points
are satisfactory. Voltage more than .2 volt indicates burned or high resistance in the ignition

points
or a poor distributor ground.

C-l
6. Distributor
Resistance
Test

A
dwell tester is used for the following
tests.
Ex­
cessive resistance in the ignition primary circuit,
from the distributor side of the coil through the

points
and to the distributor ground,
will
prevent
the coil from producing sufficient output for
good
overall
ignition. Any resistance in this portion of
the ignition system
will
be indicated on the dwell
FIG.
C-21—DISTRIBUTOR
RESISTANCE
CHECK

14242

FIG.
C-19—DISTRIBUTOR
ROTATION
AND
FIRING
ORDER,
V-6
ENGINE

29

c

TUNE-UP
meter during this
test
Connect the red lead
tc*
dis­

tributor
primary
lead at the coil as shown in Fig.
C-21.
Connect black lead to the ground.
Turn

ignition switch on; with
engine
stopped, observe
dwell
meter. If the meter reads zero,
crank
the

engine
a fraction of a revolution to
close
the

breaker
points.

Distributor
resistance is normal, if dwell meter
pointer is within range of
black
bar. Distributor resistance is high, if
dwell
meter pointer is not

within
the black bar.
Remove test lead from
distri­
butor terminal of coil and
connect
to
each
of the
following points to determine
where
the excessive resistance is:

Distributor
primary
terminal

Distributor
primary
terminal in the distributor

Breaker
point bracket
Ground
side of points

Distributor
housing

Where
a noticeable change occurs in the meter
reading
in
these
steps, make the necessary correc­
tion and repeat the
test.

C-l 7. Distributor
Point
Dwell

Using
a dwell tester, connect red
lead
to the
distri­

butor terminal at coil. Connect black lead to
ground.
Set selector switch to the number of
cylin­

ders in the
engine
being tested. Operate
engine
speed at specified rpm. and
note
readings. Cam

dwell
angle must be 30° for the Dauntless V-6
Delco equipped engine, 29° ±: 3° Prestolite equipped
engine
and 42° for the
Hurricane
F4 engine. If the dwell reading is not to specifications,
trouble could be improper point spacing, point

rubbing,
defective block or breaker arm, or mis­
aligned and worn distributor cam.
Adjust
dwell
as shown in Fig. C-14 for the Delco equipped
Dauntless V-6 engine. For cam dwell adjustment
of the Prestolite equipped V6 and
Hurricane
F4 engine, refer to Par. C-10,
step
a.

Dwell
variation is determined by noting any
dwell
change as the
engine
is operated at different
speeds.

Excessive
variation indicates a change in point opening that can result from shaft or bushing wear,

or
from the distributor plate shifting because of

wear
or
looseness.

Measure
dwell variation at idle speed, using same

test
hookup for checking dwell. Increase speed to 1750 rpm.;
note
dwell reading.
Then
slowly reduce
speed to idle while observing dwell meter. Dwell

variation
should not exceed 3°. If dwell variation
exceeds
3°
between
idle speed and 1750 rpm.,
probable wear in the distributor shaft, bushings, or

breaker
plate is indicated. Distributor should then be checked more thoroughly.

C-l8. Check Ignition Wires
and
Connections

Examine
and clean the insulation on all ignition

wires
and check all connections. Wires should be
firm,
flexible, and free from roughness and minute
cracks.
Bend wires to check for brittle,
cracked,
or

loose
insulation. Since defective insulation
will
per­

mit
crossfiring or missing of the engine, defective

wires
should be replaced.

C-l9. Test Ignition
Cables

To
remove cables from
spark
plugs, use
Spark
Plug
Cable
Remover
Tool
W-274.
Twist
the
boot

slightly to break the seal and, grasping the rubber
protector
boot,
lift straight up with a steady even

pull.
Do not grasp the cable and
jerk
the cable off; this
will
damage the cables. Do not use a probe
on
these
wires; puncturing them may cause a
separation in the conductor. To remove ignition cables from the distributor cap or coil tower,
loosen

the nipple first, then grasp the upper part of the nipple and the cable and gently
pull
straight up.

Test
the cable with an ohmmeter. Resistance value

per
foot
is
3000-7000
ohms. The ignition cables
can
be checked for
circuit
continuity by removing
the cable from the
spark
plug and holding the cable
end Vi" [6,35 mm.] from the engine. A strong

spark
indicates
good
conductor continuity.

When
connecting the cable to the
spark
plug, be
certain
a
good
connection is made and that the
protector
boot
fits tight on the
spark
plug. A
partially
seated cable creates an additional gap in
the
circuit
and the resulting
spark
jump
will
cause

terminal
corrosion and cable damage.

C-20. Coil

When
an ignition coil is suspected of being defec­ tive, it should be checked on the car. A coil may

break
down after it has reached operating tempera­
ture.
It is important that the coil be at operating
temperature when
tests
are made.

Note:
The ignition coil and ballast resistor for the

V-6
engine
must be of the same manufacturer.
Ballast
resistors and ignition coils of one manufac­

turer
are interchangeable with both units of the
other.
C-21.
Service Air
Cleaner

Refer
to Par.
B-2 2
for the correct service of the

air
cleaner.

C-22.
Check Fuel Lines and
Screens

Check
all fuel line connections to guard against
leakage.
Check
fuel pump filter F4
engine
and
fuel
line filter V-6 engine. Replace fuel filter if
necessary.

C-23. Check Fuel Pump a.
Fuel
pump pressure is important, for low pres­

sure
will
seriously affect
engine
operation and high

pressure
will
cause excessive fuel consumption and
possibly flood the carburetor. Should there be any doubt of normal operation, check the pressure with
a
gauge
as shown in Fig.
C-2 2.
The minimum and

maximum
allowable pressures are 2% to 3% lbs. [0,176 a
0,264
kg-cm2], for the
Hurricane
F4 en­
gine.
Fuel
pump pressure at carburetor (inlet) on
the Dauntless V6-225
engine
should be 3% lbs.
[0,264
kg-cm2] minimum at specified
R.P.M.
idle

with
the vapor
return
hose
squeezed off.
With
the

vapor
return
hose
open pump pressure should be
2
V2
lbs. [0,176 kg-cm2] minimum.

b.
Test for volume, as a pump may build up suffi­
cient pressure but
fail
to produce sufficient volume.
Turn
down the carburetor fuel line fitting on the
pump and with the tank line connected, pump out
30

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

C

FIG.
C-22—-CHECKING
FUEL
PUMP
PRESSURE
—
DAUNTLESS
V-6
ENGINE a
couple of strokes to be sure the pump is primed.

Using
a half-pint
bottle
or similar measure, pump
Vi
pint [0,24 It] of fuel by cranking the
engine

with
the starter motor. Count the strokes neces­
sary
to
fill
the measure. If more than 20 strokes

are
required, the fuel pump is inefficient, the tank
line is leaking air, or the fuel supply is restricted.

Check
fuel filter in the fuel tank if line is restricted.

C-24.
Check Manifold Vacuum

To
check the intake manifold vacuum on the
Hurri­

cane F4 engine, remove the ventilation valve and

L
fitting from the manifold and install special adapter. On the Dauntless V-6
engine
remove the
pipe plug located in the right
rear
of the intake
FIG.
C-23—CHECKING MANIFOLD VACUUM
—

HURRICANE
F4
ENGINE
manifold and install special adapter. Connect the

vacuum
gauge
tube to the special adapter as shown

in
Fig. C-23 for the
Hurricane
F4 engine.

Start
the engine. Connect a Tachometer
Tool,

C-3896,
from the distributor
primary
terminal to ground and set the
engine
speed at the specified

rpm.
given in Par. C-30. Observe the vacuum
read­

ing and interpret as follows:

a.
A steady reading from 18" to 20" [457 a 508
mm.] of mercury is a normal reading, indicating
that valve and
spark
timing, valve seating, and
piston ring sealing are all satisfactory.
b. A steady but below normal reading indicates

a
condition common to all cylinders such as a

leak
at the carburetor gasket, late ignition or valve
timing, or uniform piston ring and bore wear.

c.
A slowly fluctuating or drifting reading in­ dicates that the carburetor idle mixture is incorrect

Look
for the cause in the fuel system.

d.
A rhythmic pulsating reading is caused by a
condition affecting one or more cylinders, but not

all,
and indicates leaky valve, gasket blowby, re­
stricted intake port, or an electrical miss.
e. An intermittent pulsating reading is caused by

an
occasional malfunction, such as a sticking valve
(all
valves may be
erratic
in operation if the valve
springs are weak), electrical miss caused by insuffi­
cient distributor point tension or low coil
voltage

coupled with inconsistent
spark
plug
gaps
or fouled
plugs, or
dirt
in the fuel system finding its way into
passages of
critical
size or valve
seats
in the
car­

buretor.

f.
A normal reading that quickly falls off (with

engine
running at
2000
rpm.) indicates exhaust
back
pressure caused by a restriction in the exhaust
system.

g.
Make indicated corrections to bring vacuum to 18" to 20" [457 a 508 mm.] of mercury normal

reading.

C-25.
Carburetor Adjustments

•
Refer to Fig. C-24, C-25 and C-26.

Carburetor
adjustments should not be attempted

until
it is known that
engine
ignition and com­
pression are in
good
order. Any attempt to adjust

or
alter the carburetor to compensate for faulty conditions elsewhere
will
result in reduced econ­
omy and overall performance.

Caution:
If an
engine
is idling too slow or rough,
this may be caused by a
clogged
ventilator valve

or
hose;
therefore, never adjust the carburetor idle
without first checking the crankcase ventilator
check valve and
hose.

The
air cleaner must be left in place while making
idle speed and mixture adjustments. All lights and accessories, must be turned off. The positive
crank­

case ventilator system should also be in
good
oper­
ating condition when making carburetor adjust­ ments.
Either
of
these
items noticeably affects the

air
fuel ratio at idle.

•
Hurricane
F4 Engine.
Note:
The idle mixture adjustment procedure for
the late model
YF-4941S
and
YF-6115S
Carter

31