recommended oil JEEP CJ 1953 User Guide

Dl

DAUNTLESS
V-6
ENGINE
This
will
prevent damage to piston rings or
crack­

ing piston lands during removal.
b. Use a silver pencil or quick-drying paint to mark
the cylinder number on all pistons, connecting rods,
and
caps. Starting at the front end of the crankcase,
the cylinders in the right bank are numbered 2-4-6
and
in the
left
bank are numbered
1-3-5.

c. Remove cap and lower connecting rod bearing

half
from No. 1 connecting rod.

d.
Push the piston and rod assembly away from
the crankshaft and remove it from top of cylinder bore. Then install cap and lower bearing half on
connecting rod.
e. Remove each connecting rod and piston as­ sembly as described in c and d, above.
FIG.
D1-9—CRANKSHAFT
MAIN
BEARING
CAPS

1—Thrust
Bearing
D1-32.
Remove
Main
Bearing and Crankshaft
a.
This
engine
has four crankshaft main bearings.

Front
to
rear,
they are numbered 1 to 4. Refer to

Fig.
Dl-9. With a silver pencil or quick-drying
paint, mark the bearing number on each main bearing cap.
b. Remove two
bolts
which secure first (front)

main
bearing cap to
engine
cylinder block. With

a
lifting bar, carefully pry the cap from the crank­ shaft and block. Be careful not to damage the cap,
block or crankshaft. Remove the bearing cap, with
lower main bearing half, from the cylinder block.

Keep
bearing half and cap
together.
Similarly, remove the next two main bearing caps with lower

main
bearing halves. To remove
rear
main bearing
cap,
use
rear
main bearing remover bolt W-323.
c. Remove the fabric seal from inside diameter of
fourth (rear) main bearing cap, and remove neo-
prene composition seal from outer surface of this
bearing cap. Discard both seals.

d.
Lift
and remove the crankshaft from
engine
cylinder
block. Do not remove upper main bearing
halves from block or lower main bearing halves

from
caps at this time. Mount main bearing caps

in
their original positions.
Dl-33.
ENGINE
CLEANING,
INSPECTION,

AND
REPAIR

The
cleaning, inspection, and repair procedures
detailed herein are recommended to be followed
when a
complete
engine
overhaul is to be made
with the
engine
out of the vehicle. These instruc­
tions
can generally be applied individually with the

engine
in the vehicle. Wherever the procedure dif­
fers due to the
engine
being in the vehicle, the necessary special instructions are provided. Inspec­
tion and repair instructions are included to cover
the cylinder block, cylinder head, crankshaft and bearings, connecting rods and bearings, oil pump,
valves and tappets, pistons and rings, flywheel,
timing gears, and the camshaft and bearings. In
addition, fitting operations for
these
engine
com­

ponents
are included.

D1-34.
Cylinder Block

The
cylinder block must be cleaned thoroughly, inspected, and repaired as necessary, as described
below.

Dl-35.
Cylinder Block Cleaning
Steam-clean the cylinder block, or clean it with

a
suitable cleaning solvent A scraper can be used
to remove
hard
deposits, but do not score machined
surfaces. Be certain that oil passages, valve cham­

bers,
crankcase, and cylinder walls are free from sludge, dirt, and carbon deposits. After cleaning,

dry
the cylinder block carefully with compressed
air.

Dl-36.
Cylinder Block Inspection

a.
Inspect cylinder walls visually for scoring,
roughness, or ridges which indicate excessive wear.
Check
cylinder bores for taper and out-of-round
with an accurate cylinder
gauge.
Measure eact bore at top, middle and bottom, both parallel tc
and
at right
angles
to the centerline of the
engine

The
diameter of the cylinder bores at any poin
FIG.
Dl-10—MEASURING
CYLINDER
BORE

1—Telescope Gauge [90*
From
Piston Pin]
84

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

Dl

12713

FIG.
Dl-11—MEASURING
TELESCOPE GAUGE
1—
Telescope
Gauge
2—
Micrometer

may
be measured with an inside micrometer or
by setting the cylinder
gauge
dial
at zero and meas­
uring
across the
gauge
contact points with an out­side micrometer while the
gauge
is at same zero
setting. Refer to
Figs.
Dl-10 and Dl-11.

b.
If a cylinder bore is moderately rough or slightly

scored,
but is not out-of-round or tapered, it is

usually
possible to remedy the situation by honing
the bore to fit a standard service piston, since
standard
service pistons are high-limit production
pistons. If cylinder bore is very rough or deeply
scored,
it may be necessary to rebore the cylinder
to fit an oversize piston in order to ensure satisfac­
tory
results.

c.
If cylinder bore is tapered .005" [0,127 mm.]

or
more or is out-of-round .003" [0,076 mm.] or

more,
it is advisable to rebore for the smallest possible oversize piston and rings.

d.
Carefully
inspect the cylinder block for small

cracks
or fractures, and for porosity.
Rust
in any
cylinder
bore may indicate a leak.

e.
Inspect all machined surfaces for scoring and

burrs.
With
a straight
edge
and feeler
gauge,
check
each
machined surface for distortion.

D1-37.
Cylinder Block Repair
If
one or more cylinder bores are rough, scored, or

worn
beyond prescribed limits, it
will
be necessary
to correct bores and fit new pistons.

If
relatively few bores require correction, it
will

not be necessary to rebore all cylinders to the same
oversize in order to maintain
engine
balance, since
all
oversize pistons are held to the same weights as

standard-size
pistons. If conditions justify replace­
ment of all pistons, however, all new pistons should
be the same nominal size.

Standard-size
service pistons are high-limit, or

maximum
diameter; therefore, they can usually be installed after a slight amount of honing has
been
done
to correct slight scoring or excessive

clearances.
This
applies
primarily
to
engines
which
have relatively low mileage. Service pistons are also furnished in .010"
[0,254
mm.] oversize. All

service
pistons are diamond bored, and selectively
fitted with piston pins; pistons are not furnished
without pins.

Caution:
Do not attempt to cut down oversize pis­

tons
to fit cylinder bores as this
will
destroy the

surface
treatment and affect the weight. The small­
est possible oversize service pistons should be used

and
the cylinder bores should be honed to size

for
proper clearance.

Before
honing or reboring cylinders, measure all new pistons with a micrometer, on an axis perpen­

dicular
to the piston pin. Select the smallest piston

for
the first fitting. The slight variation usually
found between pistons in a set may provide for
correction
in case the first piston tried is too

small.

If
wear at top of cylinder
does
not exceed .005" [0,127 mm.]
excess
diameter, or exceed .003"
[0,076 mm.] out-of-round, honing is recommended.

If
wear or out-of-round
exceeds
these
limits, the
bore should be reground with a boring bar of the

fly
cutter type, then finish-honed.

When
reboring cylinders, all crankshaft bearing caps must be in place and tightened to proper
torque to avoid distortion of bores in
final
assem­
bly.
Always be sure the crankshaft is out of the

way
of the boring cutter when boring each cylinder.
When
boring, leave the diameter .001" [0,025 mm.]

undersize,
then finish hone to obtain the required

clearance.

When
honing cylinders, use clean sharp
stones
of
proper
grade for the amount of metal to be re­
moved. Refer to instructions supplied by the hone
manufacturer.
Dull
or dirty
stones
cut unevenly

and
generate excessive heat. When using coarse

or
medium grade
stones,
leave sufficient metal so
that all
stone
marks can be removed with the fine
stones
used to finish-hone to proper clearance.

When
finish-honing, pass the hone through the entire length of cylinder at a rate of approximately 60 cycles per minute.
This
should produce the

desired
45-degree
cross hatch pattern on cylinder

walls.
A proper pattern
will
ensure maximum
ring
life and minimum oil consumption.

After
final
honing and before the piston is checked

for
fit, each cylinder bore must be washed thor­ oughly to remove all traces of abrasive, then dried completely. The dry bore should be brushed clean

with
a power-driven fibre
brush.
If all traces of

abrasive
are not removed,
rapid
wear of new pistons

and
rings
will
result.

Note:
Wipe cylinder bores with a clean white

cloth,
moistened with SAE 10 oil. Cleaning should
continue until this
test
shows no sign of
dirt.

It
is of the greatest importance that refinished

cylinder
bores be true, with .0005" [0,013 mm.]
or
less out-of-round or taper.
Each
bore must have

a
smooth surface, without
stone
or cutter
marks.
After
final
honing and cleaning, each piston must be fitted individually to the bore in which it
will

be installed. Once fitted, each piston should be
marked
with its cylinder number to assure correct

installation.
85

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

Fl
b. Connect tachometer to
engine.

c.
Warm
up
engine
and stabilize temperatures.

d.
Adjust
engine
idle to
speed
desired, using throt­
tle idle
speed
adjusting screw.

e.
Carburetors without Idle
Limiter
Cap turn idle mixture screws out (counterclockwise) until a
loss

of
engine
speed
is indicated; then, slowly turn mix­
ture screw in (clockwise-leaner) until maximum

speed
(RPM) is reached. Continue turning in (clockwise) until
speed
begins
to drop; turn mixture
adjustment back out (counterclockwise-richer) un­

til
maximum
speed
is just regained at a "lean as
possible" mixture adjustment.

Fl-14.
Distributor

Check
the distributor number for proper appli­
cation.
Check
the distributor cam dwell angle and
point condition and adjust to specifications or re­ place as required. (Specifications listed at the end
of this section)
Check
ignition timing and set at

0°
or
TDC.

Fl-15.
Anti-iackfire
Diverter Valve

The
anti-backfire valve remains closed
except
when
the throttle is closed rapidly from an
open
position.

To
check the valve for proper operation, accelerate
the
engine
in neutral, allowing the throttle to
close

rapidly.
The valve is operating satisfactorily when
no exhaust system backfire occurs. A further check
to determine whether the valve is functioning can be made by removing from the anti-backfire valve
the large
hose
Which
connects to the check valve.
Accelerate the
engine
to allow the throttle to
close

rapidly.
The valve is operating satisfactorily if a
momentary interruption of rushing air is audible.

Fl-16.
Check Valve

The
check valve prevents the reverse flow of ex­
haust
gases
to the pump in the
event
the pump
should, for any reason,
become
inoperative or should exhaust pressure ever
exceed
pump pressure.

To
check this valve for proper operation, remove the air supply
hose
from the pump at the
distri­

bution manifold.
With
the
engine
running, listen for exhaust leakage at the check valve which is
connected to the distribution manifold.

Fl-17.
Air
Pump

Check
for proper drive belt tension with belt tension
gauge
W-283. The belt strand tension should be

50-60
pounds on a belt with previous service, meas­

ured
on the
longest
accessible span
between
two pulleys. When installing a new belt, adjust the
tension to
60-80
pounds tension. DO NOT PRY
ON
THE DIE
CAST
PUMP
HOUSING.

To
check the pump for proper operation, remove the air
outlet
hose
at the pump.
With
the
engine

running,
air discharge should be
felt
at the pump

outlet
opening. The pump
outlet
air pressure, as determined by the relief valve, is preset and is not
adjustable.

The
air pump
rear
cover assembly, housing the pressed in inlet and discharge tubes, and the pres­
sure relief valve are the only pump
components

recommended for service replacement. These parts
are
to be replaced only when damaged as a result
of handling or in the
event
the relief valve was
tampered with.

Fl-18.
Carburetor
Air
Cleaner

Every
6000
miles
[9,600
km.] clean the inside
sur­

face at the sump and
refill
to indicated oil level with
SAE
40 or 50
engine
oil
above
32 F; SAE 20

below
32 F. Wash filter
element
in kerosene and

drain.
Reassemble the air cleaner.

More
frequent cleaning and replacement is advis­ able when the car is operated in dusty areas or on
unpaved roads. Accumulated dirt restricts air flow,
reducing fuel
economy
and performance.

Fl-19.
REMOVAL
PROCEDURES

The
following paragraphs
give
the procedures for removing the major units of the Exhaust Emission

Control
System and the required equipment
needed.

Fl-20.
Air
Pump

Loosen
the air pump adjusting strap to facilitate

drive
belt removal. Remove the air pump air dis­
charge hose(s) and air filter attachment. Separate
the air pump from its mounting bracket. At time of installation, torque tighten the air pump mount­ing
bolts
to
30-40
lbs-ft. [4,15 a 5,53 kg-m.]. Adjust
the belt strand tension to
50-60
pounds on a belt
with previous service and
60-80
pounds on a new
belt.

Fl-21.
Anti-Backfire
Diverter Valve

The
anti-backfire diverter valve removal requires disconnecting the
hoses
and bracket to
engine
at­
taching screws.

Fl-22.
Air
Distribution
Manifold
and
Injection Tubes

In
order to remove the air distribution manifold
without bending the tubing, which could result in
fractures
or leakage, it is necessary to remove the
exhaust manifold as an assembly from the
engine.

After
the exhaust manifold assembly is removed
from
the
engine,
place the manifold in a vise and

loosen
the air distribution manifold
tube
retaining nuts at each cylinder exhaust port. Tap the injec­
tion
tubes
lightly to allow the air distribution mani­
fold to be pulled away partially from the exhaust manifold. The stainless steel injection
tubes
in the
exhaust manifold may have
become
partially fused
to the air distribution manifold and, therefore, may
require
application of heat to the joint in order to
separate. While applying heat to the joint, rotate
the injection
tubes
with pliers being careful not to
damage the
tubes
by applying excessive force.

At
time of installation, the air injection
tubes
must
be positioned into the exhaust manifold prior to
placing the exhaust manifold assembly on the en­ gine.

Note:
Two different length injection
tubes
are used.

The
shorter length injection
tubes
must be inserted into cylinders 1 and 4. 145

F2
EXHAUST EMISSION CONTROL SYSTEMS
the throttle
stop
screw to idle the
engine
at 650
to 700 rpm.

F2-17. Carburetor Idle Setting
The
"Lean
Best
Idle"
Method of Idle Setting is as
follows:

a.
Any scheduled service of ignition system should
precede this adjustment

b.
Connect tachometer to engine.

c.
Warm
up
engine
and stabilize temperatures.

d.
Adjust
engine
idle to speed desired, using throt­
tle idle speed adjusting screw.
e.
Turn
idle mixture screws out (counterclockwise)

until
a
loss
of
engine
speed is indicated; then slowly
turn
mixture screws in (clockwise-leaner)
until
maximum speed (rpm) is reached. Continue

turning
in (clockwise) until speed begins to drop;

turn
mixture adjustment back out (counterclock­
wise-richer)
until maximum speed is just regained

at
a "lean as possible" mixture adjustment.

F2-18. Distributor
The
ignition distributor used with the
Exhaust
Emission
Control
System is the same as that used
on
engines
without
Exhaust
Emission
Control.
Check
the distributor cam dwell angle and point
condition.
Check
ignition timing and adjust to specifications shown on the last
page
of this section.

F2-19.
Anti-Backfire
Valve

The
anti-backfire valve remains closed except when
the throttle is closed rapidly from an open position.
To
check the valve for proper operation, accelerate
the
engine
in neutral, allowing the throttle to close

rapidly.
The valve is operating satisfactorily when
no exhaust system backfire occurs. A further check
to determine whether the valve is functioning can
be made by removing from the anti-backfire valve
the large
hose
which connects the valve to the

pump.
With
a finger placed over the open end of
the
hose
(not the valve), accelerate the
engine
and allow the throttle to close rapidly. The valve is
operating satisfactorily if a momentary air rushing
noise is audible.

F2-20.
Check
Valve

The
check valves in the lines to the air distribution manifolds prevent the reverse flow of exhaust
gases

to the pump in the event the pump should, for

any
reason,
become
inoperative or should exhaust

pressure
ever exceed pump pressure.

To
check this valve for proper operation, remove the air supply
hose
from the pump at the check

valve.
With
the
engine
running, listen for exhaust
leakage at the check valve which is connected to
the distribution manifold.

F2-21.
Air
Pump

Check
for proper drive belt tension with belt tension
gauge
W-283. The belt strand tension should be 60 pounds measured on the
longest
accessible span
between two pulleys. DO NOT PRY ON THE

DIE
CAST
PUMP
HOUSING. To
check the pump for proper operation, remove
the air
outlet
hose
at the pump.
With
the
engine

running,
air discharge should be felt at one of
the pump
outlet
openings. The pump
outlet
air
pressure,
as determined by the relief valve, is preset
and
is not adjustable.

The
air pump
rear
cover assembly, housing the pressed in inlet and discharge tubes, and the pres­
sure
relief valve are the only pump components
recommended for service replacement. These parts
are
to be replaced only when damaged as a result
of handling or in the event the relief valve was
tampered with.

F2-22.
Intake Manifold

Intake
manifold leaks must not be overlooked. Air
leakage at the intake manifold may be compen­
sated for by
richer
idle mixture setting, however, this
will
usually cause uneven fuel-air distribution
and
will
always result in
loss
of performance and
exhaust emission control. To check for air leakage
into the intake manifold, apply kerosene or naph­
tha,
on the intake manifold to cylinder head joints

and
observe whether any changes in
engine
rpm

occur.
If an air leak is indicated, check the mani­
fold to cylinder head bolt torque. The correct torque is 25-35 lbs. ft. [3,46 a 4,84 kg-m.]. If the

leak
is
still
evident,
loosen
the manifold assembly

and
torque-tighten the bolts evenly.
Start
from the center and use proper torque values. Replace the
manifold
gasket if the leak
still
exists.
Clean
both
mating surfaces and check for
burrs
or other ir­

regularities.

Always
torque the bolts evenly to the specified
torque value to prevent warpage.

F2-23.
Carburetor
Air
Cleaner
—Oil
Bath

Every
6,000
miles [9,600 km.] disconnect attach­

ing
hoses
and unscrew the wing nut from the top
of the air cleaner and lift it off the carburetor.

Lift
the cover and filter element off the oil sump.

Clean
the inside surface of the sump and
refill
to

indicated
oil level with SAE 40 or 50
engine
oil
above 32 F; SAE 20 below 32 F.
Wash
filter element in kerosene and
drain.
Reassemble the air

cleaner
and install on carburetor.

More
frequent cleaning and replacement are advis­ able when the car is operated in dusty areas or on

unpaved
roads. Accumulated
dirt
restricts air flow,
reducing
fuel economy and performance.

F2-24.
REMOVAL PROCEDURES
The
following paragraphs
give
the procedures for removing the major units of the exhaust emission
control
system and the required equipment needed.

F2-2S.
Air
Pump

Loosen
the air pump mounting bracket bolts. Re­ move the air pump air hose(s). Separate the air pump from its mounting bracket. At time of install­
ation,
torque tighten the air pump mounting bolts
to
30-40
lbs.-ft [4,15 a 5,53 kg-m.].
Adjust
the
belt strand tension to 60 pounds. 156

F2
EXHAUST EMISSION CONTROL SYSTEMS
F2-3L
EXHAUST EMISSION CONTROL SYSTEM
DIAGNOSIS
GUIDE

Pump Noisy
Hoses Touching Other Parts of Engine or Body (Hood).

Note:
The Air Pump is not completely noiseless.

Under
normal conditions, pump
noise
rises in pitch as
engine
speed
increases. It is desirable to allow
for normal break-in wear of the pump prior to re­
placement for
excessive
noise.
Pump Seized
Replace pump.
-
do not pry on housing.
Leak
In Hose

Check
for leaks; using
soap
and water, tighten clamps or replace
hoses.

Pump Inoperative
Loose Belt — tighten belt
-

Filter
Plugged — replace.

Exhaust
Backfire

Check
for vacuum leaks — correct as necessary.
Check
anti-backfire valve — replace as necessary
Induction System Backfire

Verify
engine
timing and distributor dwell.
Verify
accelerator pump charge.

F2-32.
EXHAUST EMISSION CONTROL SYSTEM MAINTENANCE CHART

Efficient
performance of the Exhaust Emission very important that all of the maintenance require-

Control
System is
dependent
upon precise main-
ments
are performed with extreme care at the
tenance. As indicated in the following chart, it is specific interval indicated.
Thousands of miles* or

OPERATION
number of months whichever occurs first 2 6 12 18 24 30
Inspect engine-driven
belts
for condition and tension R R
Replace positive crankcase ventilation valve
(PCV)
R R

Check
for free operation of exhaust manifold heat control valve O O O O O

Clean
carburetor air cleaner — Oil Bath O O O O O
Replace carburetor air cleaner
element
— Dry Type O
Check
heated air system O O

Engine
tune-up O O

Check
engine
timing R O O O
Adjust
carburetor idle
speed
and mixture R O O O

Perform
factory-recommended road
test
for evaluation of overall performance and handling O O O O O

R
— Required Services O — Recommended Services

*
Miles Kilometers
2,000
—
3,200

6,000
—
9,600

12,000
—
19,200 18,000
—
28,800
24,000
—
38,400
30,000
—
48,000

F2-33.
GENERAL SPECIFICATIONS
Air
Pump Belt Tension 60 lb.

Rotor
Ring Screw Torque . 37 lb-in.
Housing Cover Bolt Torque 10 lb-ft. Speed Ratio, Air Pump to Engine
1
\i to 1

F2-34.
EXHAUST EMISSION CONTROL SYSTEM CARBURETOR SPECIFICATIONS

Make
Rochester Model Designation 2G Code Number
7027082
—
7041185

Choke
Manual
Number of Barrels 2

Throttle
Bore... \W [3,65 cm.]
Main
Metering Jet Production .051" - 60° [1,29 mm.]
High
Altitude — over
5000
ft .049" - 60° [1,24 mm.]
—
over
10,000
ft .047" - 60° [1,19 mm.]

Float
Level
Adjustment* 1%," [2,94 cm.]
Float
Drop Adjustment l%" [4,76 cm.]
Pump Rod Adjustment** 1%" [2,94 cm.]
Engine
Idle
R.P.M.
(In Neutral) 650 to 700

Initial
Idle Speed-screw
setting
3 turns in

Initial
Idle Mixture-screw
setting
2 turns out
Dash
Pot Setting. Y%w [3,75 mm.]
*From
air horn gasket to top of float at toe.

**From
air cleaner ring to top of pump rod.
158

'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

CLUTCH

©—*

11378

FIG.
1-5—ADJUSTING
AUBURN
CLUTCH
LEVERS

1—
Gauge
5—Mounting Bolt

2—
Clutch
Lever
6—Clutch
Pressure
Plate

3—
Adjusting
Screw
7—Thickness
Spacer

4—
Locknut
8—Clutch
Adjusting
Fixture
spacer thickness and
gauge
length is listed in

Par.
1-30. Use
Clutch
Adjusting Fixture W-296
and
proceed as follows:

a.
Place the thickness spacers
between
the pressure
plate face and clutch adjusting fixture. Locate the spacers under the pressure plate levers and at the
center of the pressure plate face, see Fig. 1-5.
b. With the spacers properly installed, bolt the
pressure plate to the adjusting fixture.
Draw
the

bolts
down evenly a little at a time until they are
tight.
c. Using the proper
gauge
length check the lever adjustment as shown in Fig. 1-4.

d.
Lever
adjustment can be altered by removing
the lever clips, loosening the locknut and turning
the adjusting screw (Fig. 1-5) in or out as required.
FIG.
1-6—REMOVING
PILOT
BUSHING
1—
Flywheel

2—
Pilot
Bushing

3—
Pilot
Bushing Remover 1-8. Pilot Bushing Inspection and Replacement

•
F4 and V-6 Engine.
Inspect the transmission main shaft pilot bushing

which
is pressed into the center of the flywheel on
the Hurricane F4
engine
and in the center of the
crankshaft
on the Dauntless V-6 engine. If the bushing is worn or damaged, it should be removed,
using a pilot bushing remover. Screw the tapered end of the tool into the damaged bushing, allowing
the tool to cut its own threads until a solid grip is obtained. Insert the puller screw and rotate it
until
bushing is forced out of flywheel, Fig. 1-6 or

crankshaft.

To
install a new bushing, slide the bushing
onto

the end of a pilot bushing installing and burnishing tool and insert the bushing into flywheel or
crank­
shaft. A
soft
hammer can be used against the tool
to help drive the bushing in place. When the tool
is removed (by tightening the cap and pressure
nut as shown in Fig. 1-7), the bushing
will
be
burnished
to correct size. Apply a small amount of

lubricant
to the bushing bore.
FIG.
1-7—INSTALLING
PILOT
BUSHING
1—
Pilot
Bushing
Installing
and
Burnishing
Tool

2—
Flywheel
1-9.
Clutch
Installation

a.
Inspect
Clutch
Disc
Before the clutch disc is installed, it should be
carefully
inspected for warpage. If grease or oil is evident on the friction facings, the facings should
be replaced and the cause of oil accumulation cor­ rected. Excessively worn facings should also be
replaced with factory recommended parts.
b. Inspect
Clutch
Release Bearing and Sleeve

The
clutch release bearing and
sleeve
are attached to the front facing of the transmission case by a

spring.
Check
the bearing and
sleeve
for evidence
of grease leaks from within the bearing or for wear

and
looseness.
Replace parts as necessary. 228

CLUTCH

FIG.
1-14—LIFTING
LEVER
AND
EYEBOLT FROM PRESSURE PLATE
1—
Lever

2—
Eyebolt

3—
Fulcrum
A Pressure Plate
lever and the upper end of the
eyebolt
are as
near
together
as possible. Keep the
eyebolt
pin seated in its socket in the lever as shown in Fig.
1-13.
Lift
the fulcrum over the ridge on the end of the lever.
Lift
the lever and
eyebolt
off the
pressure plate as shown in Fig. 1-14.
1-19.
Inspect
Pressure Plate and Disc
Inspect the pressure plate to make sure that it is not cracked or scored.
Check
on a surface plate
for a warped condition, as a pressure plate out of alignment
will
result in clutch chatter.
Machin­

ing or grinding the face of a warped pressure
plate is not recommended. If a warped condition
exists, replace the pressure plate. A new plate
should be installed if the plate or cushion springs appear to be defective. The cushion springs must
not be bent out of shape or flattened.

The
clutch discs for the nine or twelve spring clutches are designed for operation with their
respective clutches. Difference in general appear­ ance of the discs may be noted in the method of
housing the six torque dampening springs and in the
hub design.

After
removal of the clutch assembly, the disc should be inspected. The presence of grease or oil
on the friction facing can cause the clutch to chatter

and
grab during
engagement
and slip at higher speeds. If this condition is evident, the facings or
disc should be replaced and the cause of oil ac­
cumulation corrected. Excessively worn facings
should be replaced. The clutch disc must be in­ stalled with the long end of the hub toward the

transmission.
1-20.
Inspect Transmission Clutch
Shaft

Slide
the clutch driven plate
onto
the transmission

clutch
shaft to make sure that it is free on the
splines. If the splines on the transmission clutch
shaft are
burred,
remove the
burrs
with a fine file or
stone.
If the movement of the clutch driven
plate is not free on the splines, the result
will
be
clutch
drag and
hard
shifting of transmission gears.
1-21.
CLUTCH
PRESSURE
PLATE ASSEMBLY AND
ADJUSTMENT

1-22. Assemble
Clutch
Levers

Prior
to assembly, apply a small amount of petro­

latum
to each slide of the pressure plate lug.

a.
Lay the pressure plate on the block in the
press.
b. Assemble a lever,
eyebolt,
and pin holding the
lever and
eyebolt
as
close
together
as possible.

With
the other hand, grasp the fulcrum as shown
in
Fig. 1-15.

c.
Insert the fulcrum in the
slots
of the pressure
plate lug.
Lower
slightly and tilt the lower
edge

until
it touches the vertical milled surface of the
lug.
Insert the lower end of the
eyebolt
in the

hole
in the pressure plate. The short end of the lever
will
then be under the hook of the lug and

near
the fulcrum.

d.
Slide the fulcrum upward in the
slots
of the

lug.
Lift
it over the ridge on the short end of the
lever and drop it into the
groove
in the lever
(Fig.
1-15).
1-23.
Assemble
Clutch
Spring and
Cover

a.
After all levers are installed, place the felt grease pads over the eyebolts.
Lubricate
pads

sparingly
with light
engine
oil.
Then
place the
clutch
pressure springs in a vertical position on
the spring
bosses.
FIG.
1-15—INSTALLING
CLUTCH LEVERS

1—
Lover

2—
Eyebolt

3—
Fulcrum

4—
Pressure
Plate
232

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

N
N-6.
Lubricating
Unit Bearing

a.
After the bearing has been inspected and ap­
proved for continued service, it must be
relubri-
cated
prior
to re-installation into the axle housing.

The
Unit Bearing assembly can be hand packed
with
grease on the axle shaft by the method out­

lined
below.
Lithium
soap wheel bearing grease
Part
No.
998386
should be used to relubricate Unit

Bearing
assembly.

b.
Push seal away from bearing and
fill
the area

or
cavity
between
the seal and bearing with the recommended grease. Refer to Fig. N-9.

c.
After the cavity is
full
of grease, wrap tape completely around the rib ring and seal to
enclose

the cavity as shown in Fig. N-10.
FIG.
N-10—APPLYING
TAPE
TO
BEARING

AND
SEAL
d.
With
the tape in place, push the seal upward

toward
the bearing assembly forcing the grease
between
the rollers and through the bearing as­
sembly, make certain the bearing assembly is

packed
completely
full
of grease. Refer to Fig.

N-ll.
FIG.
N-ll—FORCING
GREASE
INTO
BEARING
e. Remove tape and apply additional grease to
the outside surfaces of the rollers and
cage
as shown in Fig. N-l2.

FIG.
N-12—APPLYING
GREASE
TO
ROLLERS
ff.
Grease
should also be applied to the inboard
grease seal in the axle housing and in the cavity

between
the inboard grease seal and the bearing.

The
bottom
one-third of this cavity should be filled

with
grease.
g.
Install
the axle shaft and bearing assembly into axle housing as described in Par. N-8.
This
com­

pletes
the servicing of the axle shaft Unit Bearing.

H-7.
Unit Bearing Removal

If
it is necessary to remove the Unit Bearing as­
sembly from the axle shaft, the procedure outlined
below should be followed.

Caution:
Under no circumstances should axle shaft

retaining
rings or bearings be removed using a

torch,
because heat fed into the axle shaft bearing

journal
weakens this
area.

a.
Place the axle shaft assembly in a heavy vise.

Drill
a Vi inch [6,35 mm.]
hole
in the outside
diameter of the retainer ring to a depth approxi­ mately 3A the thickness of the retainer
ring.
DO

NOT
drill
all the way through the retainer ring because the
drill
could damage the axle shaft. After

drilling
the retainer
ring,
use a chisel positioned across the drilled
hole
and cut a
deep
groove
into
the retainer
ring.
This
will
enlarge bore of retainer
ring
or split the ring and permit it to be driven
off of the axle shaft. Refer to Fig. N-13.

b.
Using a hacksaw, cut through the oil seal, being

careful
not to damage the seal contact surface.
Remove oil seal from axle shaft.

Important:
Thoroughly lubricate W-343 puller
bolts

and
bolt contact points before attempting to remove

bearing
from axle shaft DO NOT USE
POWER

OPERATED
IMPACT
TOOLS
ON
PULLER
BOLTS.
291

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

N
scribed
in
Pars.
N-ll through N-l9 for standard
axles, with the exception of the following torque
recommendations. Torque the differential case
bearing
cap screws 70 to 90 lb-ft. [9,7 a 12,4 kg-m.]

and
the cover screws 15 to 25 lb-ft. [2,1 a 3,4
kg-m.].
The ring gear screws on axles with Powr-

Lok
differentials should be torqued as follows:

Model
30 and 44 axles 35 to 55 lb-ft. [4,84 a 7,60 kg-m.].

N-24. TRAC-LOK DIFFERENTIAL
As
optional equipment
Trac-Lok
Model 44 differen­
tial
is available on all Jeep Universal vehicles equipped with semi-float flanged axle shafts.
A
conventional differential transmits all of the
ring
gear torque through the differential gears to the axle shafts. Torque is at all
times
equal on the axle shafts, and if one wheel slips, the other wheel

can
only put out as much torque as the slipping
wheel.

The
Trac-Lok
differential is similar,
except
that

part
of the torque from the ring gear is trans­ mitted through clutch packs
between
the side gears

and
differential case. The multiple disc clutches

with
radial
grooves
on the plates and concentric
grooves
on the discs are
engaged
by a preload

from
Belleville springs, plus separating forces from
the side gears as torque is applied through the
ring
gear.

The
Trac-Lok
construction permits differential action when required for turning corners and trans­mits equal torque to both
wheels
when driving

straight
ahead. However, when one wheel tries to spin due to leaving the ground, a patch of ice,
etc., the clutch packs automatically provide more
torque to the wheel which is not trying to spin.
It
can be
seen
then that the
Trac-Lok
differential
resists wheel spin on bumpy roads and provides
more pulling power when one wheel tries to slip.
In
many cases of differences in traction, pulling
power
will
be automatically provided until both
wheels
start to slip.

In
diagnosis of vehicle operators' complaints, it
is important to recognize two things:

a.
If, with unequal traction, both
wheels
slip, the

Trac-Lok
has
done
all it can possibly do.

b.
In extreme cases of differences in traction, the
wheel with least traction may spin after the
Trac-

Lok
has transferred as much torque as possible
to the non-slipping wheel.
N-25.
Lubrication

The
Trac-Lok
differential requires a special
lubri­

cant
and ordinary multipurpose gear lubricants

MUST
NOT be used. Use only 'Jeep* Differential
Oil,
Part
No. 94557.

Trac-Lok
differential may be cleaned only by disassembling the unit and wiping with clean rags. Do not flush the
Trac-Lok
unit.

Note:
The
Trac-Lok
differential is serviced at the
same time intervals as the standard differential.
N-26.
Trouble
Symptoms

If
noises
or roughness, such as chatter, are present
in
turning corners, the probable cause is incorrect

or
contaminated lubricant.
Before any differential is removed and disassem­
bled for chatter complaints, the correctness of
lubri­

cant
can and should be determined.

A
complete
lubricant
drain,
and
refill
with specified

Limited
Slip Differential lubricant
will
usually
correct
chatter.

The
following procedure is recommended to ensure

complete
removal of old lubricant.

a.
Warm
the lubricant by vehicle road operation,

or
5 minutes of operation in gear at 30 mph with
both
wheels
off the ground on a hoist.

Caution:
Never place the transmission in gear with
the
engine
running when only one wheel of a

Limited
Slip Differential equipped vehicle is raised.
The
vehicle might drive itself off the
jack
and produce damage or
injury.

b.
Drain
lubricant while
warm.
Remove
drain
plug

or
cover to
drain
completely. If cover is removed,

it
may be necessary to replace gasket at this time.

c.
Refill
axle with specified
Limited
Slip Differen­

tial
lubricant.

d.
Operate the vehicle for approximately ten miles
[16,09
km.], making at least ten figure 8 turns
to flush the old lubricant out of the clutch packs.

e.
Repeat
steps
b, c, and d, making sure to replace
the cover gasket if required in
step
c.
f. It is possible that slight chatter, requiring ad­
ditional
vehicle operation, may remain after
step
e. If chatter persists after 100 miles
[160,9
km.]
of vehicle operation, or remains severe after
step

e above, disassembly and repair
will
be necessary.
N-27.
Unit
Inoperative

Proper
performance and capabilities of
Limited
Slip
Differentials are
often
misunderstood. No
precise
methods
of measuring
Limited
Slip Dif­

ferential
performance are generally available in the field. A functioning unit can be determined by
relatively
simple vehicle operational
tests,
as
follows:

a.
Place one wheel on
good
dry pavement, and the
other on ice, mud, grease, etc.

b.
Gradually
increase
engine
rpm to obtain maxi­

mum
traction
prior
to "break-a-way." The ability
to
move
the vehicle
effectively
will
demonstrate

proper
performance.

c.
If extremely slick surfaces, such as ice or grease,

are
used
some
question may exist as to proper per­
formance at
step
b. In
these
extreme cases a prop­

erly
performing
Limited
Slip Differential
will
pro­
vide greater "pulling" power by lightly applying
the parking brake.

N-23.
Trac-Lok
Differential Disassembly
and
Reassembly

It
is recommended that the
complete
axle assembly
be removed from the vehicle, when it
becomes
necessary to remove the
Trac-Lok
from the hous­

ing.
Refer to Par. N-3 and N-12 for removal of axle shafts and differential case from axle housing. 303