wiring JEEP CJ 1953 User Guide

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H
11514

FIG.
H-2—WIRING
DIAGRAM—MODEL
CJ-3B
(Serial No.
35522
and
after)

1—
Left
Headlamp
2—
Left
Parking and Signal Lamp
3— Right Parking and Signal Lamp
4— Right Headlamp 5— Battery Ground Strap
6— Generator 7— Ignition
Coil

8— Junction Block
9—
Horn

10— Distributor
11— Battery
12—
Voltage
Regulator 13— Starting Motor
14—
Oil
Pressure Signal Switch 15— Temperature Sending Unit
16—
Solenoid
Switch 17— Foot Dimmer Switch
18—
Stop
Light Switch 19— Directional Signal Flasher
20— Fuse
21—
Light
Switch 22— Directional Signal Switch
23—
Horn
Button 24— Ignition and Starter Switch 25—Instrument Cluster
A—Upper Beam Indicator
B—Turn
Signal Indicator C—Instrument Lights

D—Oil
Pressure Indicator
E—Charging
Indicator F—Temperature Gauge

G—Fuel
Gauge
H—Instrument
Voltage
Regulator
25—Fuel Gauge Tank Unit
27—
Left
Tail
and
Stop
Lamp
28— Right
Tail
and
Stop
Lamp 175

H

ELECTRICAL
SYSTEM
11474

FIG.
H-3—WIRING
DIAGRAM—MODELS
CJ-5, CJ-6, DJ-5 AND DJ-6—F4
ENGINE
(Model CJ-5 after Serial No.
49248,
Model CJ-6 after Serial No.
12577)

1—
Left
Headlamp
B—Turn
Signal Indicator 17—Directional Signal Switch
2—
Left
Parking and Directional Lamp C—Instrument Lights 18—Light Switch
3— Right Parking and Directional Lamp
D—Oil
Pressure Indicator
19—Stop
Light Switch
4— Right Headlamp E—Charging Indicator 20—Foot Dimmer Switch
5— Battery Ground Cable F—Temperature Gauge 21—Directional Signal Flasher
6— Generator
G—Fuel
Gauge 22—Fuse 7— Distributor H—Instrument Voltage Regulator
23—Solenoid
Switch
8— Ignition
Coil
12—Right
Tail
and
Stop
Lamp 24—Temperature Sending Unit
9— Starting Motor 13—Left
Tail
and
Stop
Lamp 25—Oil Pressure Signal Switch
10— Voltage Regulator 14—Fuel Gauge
Tank
Unit 26—Horn
11— Instrument Cluster 15—Ignition and Starter Switch 27—Junction Block
A—Upper
Beam Indicator 16—Horn Button
whereas the Dauntless V-6
engine
Delco starter
ignition
switch. If trouble
develops
in this switch, drive is of the clutch
type.
it must be replaced.
The
ignition
switch
serves
both
to
energize
the

The
starter circuit is
opened
when the
ignition
key
ignition
system
and
also
to
engage
the starter
sole-

is allowed to return to the "Ignition On"
position.
miod switch. With the key in the vertical
position,
No repairs or adjustments can be
made
to the the electrical
system
is off. This is the
only
position
176

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

H

12968
FIG.
H-4—WIRING
DIAGRAM—MODELS
CJ-5, CJ-6, DJ-5, DJ-6
LATE
F4
ENGINE

1—
Left
Headlamp
2—
Left
Parking and Signal Lamp
3— Right Parking and Signal Lamp 4— Right Headlamp
5— Generator
6— Ignition Distributor
7—
Oil
Pressure Sending Unit
8— Junction Block
9—
Horn

10— Foot Dimmer Switch 11—
Stop
Light Switch — Front
12— Temperature Sending Unit
13— Ignition
Coil

14— Starting Motor 15— Battery Ground Cable
16— Battery
17— Voltage Regulator 18—
Fuse

19— Instrument Cluster

A—Hi-Beam
Indicator

B—Auxiliary
C—Instrument
Lights

D—Oil
Pressure Indicator
E—Charging
Indicator
F—Temperature
Indicator

G—Fuel
Gauge
H—Instrument Voltage Regulator
20— Ignition and Starter Switch 21—
Flashei
(Directional Signal)
22—
Horn
Button 23— Directional Signal Switch
24— 4-Way Flasher Switch
25—
Flasher
(4-Way)
26—
Fuse

27—
Main
Light Switch 28—
Stop
Light Switch — Rear
29—
Fuel
Gauge
Tank
Unit
30—
Back-Up
Light Switch
31— Right
Tail
and
Stop
Lamp
32— Right Back-Up Lamp
33—
Left
Back-Up Lamp
34—
Left
Tail
and
Stop
Lamp

in
which the key can be removed. Turning the key
to the
left
energizes
auxiliary
equipment
such as
windshield wipers, radio, and heater. The turn
signal
lights
will
operate
with the
ignition
key in
either the
left
or right
position.
The
ignition
switch is held in
position
by a
tension
spring on the back
of the instrument panel and a
notched
bezel on
the front of the instrument panel.
H-8.
Lighting System

The
wiring for the lighting
system
is shown in the
wiring diagrams, Figs. H-2 thru H-7 of the manual,
which indicate the various units in relation to their

position
in the vehicle. The lighting circuit is pro­
tected
by an overload circuit breaker
mounted
on the rear of the light switch.
The
main light switch controls the lighting
system
177

H

ELECTRICAL
SYSTEM

14365

FIG.
H-5—WIRING
DIAGRAM—F4
ENGINE
CURRENT
MODEL
1—
Left
Headlamp

2—
Left
Parking and Signal Lamp
3—
Right
Parking and Signal Lamp

4—
Right
Headlamp
5—
Marker
Lamp
— Amber
6—
Generator
7—
Distributor

8—
Ignition
Coil

9— Starting Motor
10— Battery Ground Cable
11—
12
Volt
Battery

12—
Flasher
(Directional Signal)
13— Instrument Cluster
A—Hi-Beam
Indicator

B—Auxiliary
C—Instrument Lights
D—Oil
Pressure
Indicator
E—Charging Indicator
F—Temperature Indicator
G—Fuel
Gauge
Indicator
H—Instrument Voltage Regulator
14—
Ignition
and
Starter
Switch
15—
Horn
Button 16—
Directional
Signal Switch 17— 4-Way
Flasher
Switch
18—
Flasher
(4-Way)
19—
Windshield
Wiper Motor Switch
20—
Main
Light
Switch

21—
Fuel
Gauge
Tank
Unit

22—
Back-Up
Light
Switch
23—
Marker
Lamp — Red 24—
Right
Tail
and Stop Lamp
25—
Right
Back-Up Lamp
26—
Left
Back-Up Lamp
27—
Right
Tail
and Stop Lamp
28—
Marker
Lamp — Red 29— Stop
Light
Switch
30— Foot Dimmer Switch

31—
Windshield
Wiper Motor Assembly

32—
Voltage Regulator
33— Temperature Sending
Unit

34—
Oil
Pressure
Sending
Unit

35— Spark
Plugs
&
Cables

36—
Horn

37— Junction Block
38—
Marker
Lamp — Amber
through a
two-position
push-pull switch located on
the
left
side
of the control panel.
The
foot-operated
headlight dimmer switch is
mounted on the floorboard to the
left
of the steering
column.

H-9.
PRESTOLITE
DISTRIBUTOR
—
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite distributor on the F4
engine
is
mounted on the right
side
of the
engine
and is op­
erated by a coupling on the oil pump shaft, see Fig.
D-l,
which is driven by a spiral gear on the cam­
shaft. The spark advance is fully automatic, being controlled by built-in centrifugal
weights.
The Pres­

tolite
distributor on the V-6
engine
(Fig. H-8) is mounted at the
left
front of the
engine
on the tim­
ing chain cover. It is driven by a spiral gear on the
camshaft. The spark advance is fully automatic,
being controlled by built-in centrifugal
weights,
and by a vacuum advance system. While
some
parts of the distributor may be checked or replaced
with the unit mounted on the
engine,
it is
best
to periodically remove it for a thorough check. Infor­ mation covering the parts which can be serviced
without removal is
given
below.
The
Prestolite distributor installed on the V-6 en­

gine
is similar in construction to the distributor in­
stalled on the F4
engines
except
for the addition of

a
vacuum advance mechanism.
The
same checking procedures outlined in Par. C- 10a, are used for the Prestolite V-6 distributor with

exception
of specifications.
H-10. Distributor Cap

The
distributor cap should be inspected for cracks,
carbon runners and
evidence
of arcing. If any of

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

H-11.
Rotor
Inspect the rotor for cracks or
evidence
of
excessive

burning at the end of the metal strip.
After a distributor rotor has had normal use the
end of the rotor will
become
burned. If burning is found on top of the rotor it indicates the rotor is
too short and
needs
replacing. Usually when this condition is found the distributor cap
segment
will 178

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H

12967
FIG.
H-6—WIRING
DIAGRAM—LATE
V6
ENGINE

1—Left Headlamp

2—
Left
Parking and Signal Lamp
3—
Right
Parking and Signal Lamp

4—
Right
Headlamp
5— Voltage Regulator
6—
Alternator
7—
Oil
Pressure
Sender

8— Temperature
Sender

9—
Ignition
Distributor
10— Junction Block

11—
Horn

12—
Ignition
Coil

13— Starting Motor
14— Battery Ground Cable 15— Foot Dimmer Switch 21-
16— Stop
Light
Switch — Front 22-
17— Ballast 23-
18—
Flasher
(Directional Signal) 24-
19—
Fuse
25-
20— Instrument Cluster 26-

A—Hi-Beam
Indicator 27-

B—Auxiliary
28- C—Instrument Lights 29-

D—Oil
Pressure
Indicator 30-
E—Charging Indicator 31-F—Temperature Indicator 32-
G—Fuel
Gauge
33-
H—Instrument Voltage Regulator 34-
-Ignition
and
Starter
Switch

-Horn
Button

-Directional
Signal Switch
-4-Way
Flasher
Switch

-Flasher
(4-Way)

-Fuse

-Main
Light
Switch
-Stop
Light
Switch —
Rear

-Fuel
Gauge
Tank
Unit

-Back-Up
Light
Switch

-Right
Tail
and Stop Lamp

-Right
Back-Up Lamp

-Left
Back-Up Lamp

-Left
Tail
and Stop Lamp
be burned on the horizontal
face
and the cap will

also
need
replacing. H-12. Condenser

The
condenser
prolongs
the
life
of the distributor

points
by
preventing
arcing at the
contacts.
It
also
provides
a
hotter
spark by creating a reverse
surge

of current which rapidly breaks
down
the
magnetic

field of the coil by
demagnetizing
the core. Should
the
condenser
be leaky, a weak spark will result.

Check
the
condenser
lead for broken wires or
frayed insulation. Clean and
tighten
the
connec-
179

H

ELECTRICAL
SYSTEM

ffKHs)

3—<§)

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

C—Instrument
Lights

D—Oil
Pressure Indicator
E—Charging
Indicator

F—Temperature
Indicator

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

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

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

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

of
tester,
check by substituting a new
condenser.

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

wear,
poor
mating, transferred metal, or pitting,

then
new
ones
should be installed. Clean the
points

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

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

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

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

Check
with a spring scale
hooked
on the breaker

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

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

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

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
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