JEEP CJ 1953 Service Manual

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H
Note:
Pinion clearance cannot be adjusted. If
clearance is not correct, motor must be disassem­
bled and checked for the above mentioned defects.

Any
defective parts must be replaced.
H-118. Starting Motor Test —
Genera!

To
obtain
full
performance data on a starting motor, or to determine the cause of abnormal
operation, the motor should be submitted to no-
load and locked armature
tests,
with equipment designed for such
tests.
A high-current variable resistance is required to obtain the specified volt­
age at the starting motor.
This
is necessary since
a
small variation in the
voltage
will
produce a
marked
difference in the current
drawn.

H-119.
Starting Motor No-Load Test

This
test
requires a DC voltmeter capable of
read­

ing
voltages
in a 12-volt
circuit,
a DC ammeter

with
maximum range of several hundred amperes,
a
high-current variable resistance, an rpm. in­

dicator,
and a fully-charged, 12-volt battery.

a.
Connect a jumper lead
between
S terminal
and
large battery terminal of starter solenoid.
Con­
nect voltmeter
between
either of
these
terminals (positive) and motor frame (negative, ground).

Connect
ammeter and variable resistance in series

between
positive terminal of battery and battery

terminal
of solenoid. Set up rpm. indicator to show starting motor speed.
b.
Initially,
adjust variable resistance to a value of
approximately .25 ohm. To complete the
circuit,

connect negative terminal of battery to motor

frame.
Adjust variable resistance to obtain a volt­ meter reading of 10.6 volts;
note
speed of starting motor and ammeter reading. Motor speed should
be
6750
to
10,500
rpm.; ammeter reading should
be 50 to 80 amperes.
c. Rated speed and current indicate normal condi­
tion of the starting motor. Low speed and high
cur­
rent
may show friction; this could be caused by
tight, dirty, or worn bearings, bent armature shaft,

or
a
loose
field
pole
shoe
dragging against the

armature.
It could also be caused by a short-cir­ cuited armature, or by grounded armature or field
coils.

d.
Failure
to operate and high current indicates

a
direct short circuit to ground at either the battery

terminal
or field coils.
e.
Failure
to operate and no current are usually
caused by broken brush springs, worn brushes, high insulation
between
commutator
bars,
or
some
other
condition preventing
good
contact
between
the brushes and commutator. It can also be caused by
open circuit in either the field coils or armature coils.
f. Low speed and low current show high resistance due to poor connections, defective leads, dirty com­
mutator, or one of the conditions mentioned in e,
above.
g. High speed and high current indicates a short
circuit
in the field coils. H-120-
Locked
Armature Test

This
test
requires a DC voltmeter with range ap­

propriate
to read
voltages
in a 12-volt
circuit,
a DC
ammeter with maximum range of several hundred
amperes, a high-current variable resistance, a
clamping fixture to lock
together
the motor shaft

and
case, and a fully-charged 12-volt battery.

a.
Connect a jumper lead
between
S terminal and
large battery terminal of starter solenoid. Connect
voltmeter
between
either of
these
terminals (posi­
tive) and motor frame (negative, ground). Connect
ammeter and variable resistance in series
between
positive terminal of battery and battery terminal
of solenoid.
Install
clamping fixture to lock motor
shaft and case
together
securely.
b.
Initially,
adjust variable resistance to approxi­
mately .05 ohm. To complete the
circuit,
connect
negative terminal of battery to motor frame. Ad­

just
variable resistance to obtain a voltmeter
read­
ing of 4.0 volts. Ammeter reading should be 280
to 320 amperes.

H-121.
Solenoid Starter Switch — Delco

The
solenoid-type switch is mounted directly on
the starting motor.
This
type of switch is energized
by turning the ignition key to the extreme right position. Should the solenoid switch
fail
in service

it
is necessary to install a new assembly.

Should
a starting motor
fail
to deliver maximum power the fault may be due to
voltage
drop at the

starter
switch contacts due to corrosion or burning.

Check
the switch by comparing the
voltage
at the
battery across the terminals. The
voltage
drop
should not exceed .05 volts per 100 amperes.
In
order to remove the starter solenoid, it is neces­

sary
to remove the starter assembly.

H-122.
ELECTRICAL
INSTRUMENTS

H-123.
Fuel
Gauge —
CJ-3B

The
fuel
gauge
circuit is composed of the indicating

unit,
mounted on the instrument panel, and the
fuel tank unit, connected by a single wire through the ignition switch.

Should
the
gauge
fail
to register, check all wire con­ nections to be sure they are tight and clean; also
be sure both units are well grounded. If, after this
check, the
gauge
does
not indicate properly, remove
the wire from the tank unit and connect it to a
new tank unit which must be grounded to the tank

or
frame for
test.
Turn
the ignition switch "ON"
and
move
the float arm through its range of travel,
watching the dash unit to determine if it indicates
correctly.
If it fails to do so the trouble is probably

in
the dash unit and it should be replaced.

Should
a new tank unit be unavailable for this
test,
disconnect tank unit wire at the instrument panel

gauge.
Connect one lead of a 12 V, 1 CP
test
light
to the instrument panel unit terminal and with the
ignition switch
"ON"
ground the other lead. If the
unit is operating correctly the pointer
will
move

approximately three-quarter across the
dial.
Do not attempt to repair either unit; replacement
is the only precedure. 211

H

ELECTRICAL
SYSTEM
H-124. Testing Indicators and Gauges

Two
gauges
(fuel and temperature) and two in­ dicators (oil pressure and battery charge) that are
located in the instrument cluster are electrically operated.

The
fuel
gauge
is connected by a single wire to a
float-and-slide-rheostat sending unit in the fuel
tank.

The
temperature
gauge
is connected by a single

wire
to a resistance-type sending unit mounted on the engine.

The
battery charge indicator operates when there
is a difference in potential
between
the generator
and
the battery
.The
battery charge indicator lights
when the generator is not charging the battery. The
indicator
light
goes
out when the generator
begins

to charge the battery.

The
oil pressure indicator is connected by a single

wire
to a diaphragm switch located on the engine.
When
engine
oil pressure is low or zero and the
ignition switch is on, the oil pressure indicator
will

light. When
engine
speed is increased slightly above idle speed, raising the oil pressure to approximately 6 psi. [0,2 kg-cm2], the diaphragm switch
will
open the circuit and the indicator light
will
go out.

A
voltage
regulator maintains a constant
voltage
to the
gauges
in normal operation. On early vehicles,
this
voltage
regulator was mounted on the
rear
of
the instrument cluster. On current vehicles, the
voltage
regulator is integral with the fuel
gauge.

Should
trouble
develop
in the
gauges,
first check the regulator (fuel
gauge
on current production vehicle). If the
voltage
to the regulator is below 10 volts system low
gauge
readings
will
result.
Voltage in
excess
of 16 volts
will
not affect
gauge

readings but may result in premature wear of the
regulator contacts. If the
voltage
to the regulator is

within
the above limits, check the electrical con­ nections to the regulator (or fuel gauge), especially
the ground connection. If the readings of all the
gauges
is too high, or they all read too low, replace
the regulator (or fuel gauge).

If
the temperature
gauge
or heat indicator in the
instrument cluster have failed, the cause may
originate from the jumper bar shorting out against the instrument case.
Check
the jumper bar
between

the temperature
gauge
and heat indicator at the

rear
of the instrument case. On later production vehicles, the jumper bar is covered with an in­
sulating
sleeve
to protect it from shorting out
against the instrument case. If the jumper bar

does
not have this
sleeve,
either install one or

wrap
the bar with plastic electrical tape to
half

an
inch [12,7 mm.] from each end. When installing the jumper bar, be sure the curved
segment
is
closest to the fuel
gauge.

Should
only one of the two
gauges
register incor­
rectly,
check the lead wire from the
gauge
to the
sending unit for shorts or open connections. Next disconnect the
gauge
from the sending unit, and
connect the
gauge
to a new fuel tank sending unit

which
has been grounded to the vehicle.
If
the
gauge
registers incorrectly when operating the new unit,
replace the
gauge;
if correctly, replace the sending

unit.

Should
a new fuel tank unit not be available for testing, use a 12-volt
test
light in its place. When
the
gauge
is operating correctly, the pointer
will

move
approximately three-quarters across the
dial.

On
some
vehicles, the temperature
gauge
may
register on or
close
to the H (hot)
mark
when
coolant temperature is
190°F.
to
200°F.
[88°C.
a

93°C.].
In such cases, a 25-ohm,
1-watt
resistor
may be installed on the temperature
gauge
which

will
place the pointer just beyond the center
mark
at a coolant temperature of
190°F.
to
200°F.
Install

the resistor
between
the two terminals on the back
of the
gauge.
Insulate the
exposed
leads of the resistor with electrical tape.

If
the oil pressure indicator
does
not indicate cor­

rectly,
first check the light bulb. Next check all
connections and lead wires. If, after all possible

defects
are corrected, the indicator light
does
not go on and off properly, then the diaphragm type
switch in the cylinder block should be replaced.

H-12S.
LIGHTING SYSTEM The
wiring of the lighting systems is shown in
the wiring diagrams, which indicate the various units in relation to their positions in the vehicle.
The
wires in the various circuits are of different
colors or are marked by tracers to aid when check­
ing individual circuits.

The
lighting circuits of all models are protected by

an
overload circuit breaker mounted on the back of the main light switch and no replaceable fuse is
required.

The
upper and lower headlight beams are con­
trolled by a
foot
switch located on the toe board
to the left of the clutch pedal.
H-126.
Main
Light
Switch

This
switch is a dual functioning unit having two

push-pull
positions and a rotary action. When
pulled out to the first position, the front parking
and
tail
lights are turned on. When pulled all the
way out to the second position, the headlights and
tail
lights are turned on. Rotating the switch to
the right dims the instrument cluster lighting.

The
switch may be removed from the instrument
panel by first loosening the set screw in the control
knob and removing the knob. The retaining nut may then be removed and the switch removed
through the
rear
of the instrument panel.
FIG.
H-51—MAIN
LIGHT
SWITCH
(EARLY)

1—
Battery
4—Parking Lights
2—
Rear
Lights 5—Auxiliary

3—
Head
Lights
212

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
H

FIG.
H-52—MAIN
LIGHT SWITCH (LATE)
1—
Circuit
Breaker

2—
Light
Switch

3—
Rear
Lights

4—
Head
Lights
5—
Parking
Lights
The
light switch shown in
Fig.
H-51 was superseded
by the one shown in
Fig.
H-52.

H-127.
Headlight Dimmer Switch To
remove the headlight dimmer switch, first raise
the hood and disconnect the wires attached to the

switch.
Then
remove the two screws that hold the

dimmer
switch to the floor board. Remove the

switch.
Check
the operation of the dimmer switch

with
a
test
light. A
circuit
across two different pairs of contacts (one to headlights, the other to the
high-beam indicator light) should alternately light
the
test
lamp when the switch is operated.
H-128.
Stop Light Switch
The
stop
light switch is of the diaphragm type.

Should
the switch
become
inoperative, it is neces­

sary
to install a new one.
Current
production vehicles are equipped with two
stop
light switches
that operate independently of each other. Both
switches are located along the
left
side of frame, in the front and
rear
brake lines.

Caution:
Do not apply the brakes while making
this exchange as air may enter the hydraulic line.
Bleed
the brakes after replacing the switch.

Fig.
H-54 shows the wiring of the
stop
light
circuit.
11500

FIG.
H-53—STOP
LIGHT SWITCH
FIG.
H-54—STOP
LIGHT CIRCUIT

1— Stop
Light
Switch
2—
Light
Switch

3—
Tail
Light
H-129. Head Lamp Service

H-130.
Head Lamp Replacement

Refer
to Fig. H-59.

Each
sealed beam head lamp can only be replaced as a
complete
unit.

A
sealed beam unit may be replaced by the fol­ lowing procedure:

a.
Remove door screw.

b.
Remove door.

c.
Remove retaining screws and retaining
ring.

d.
Remove sealed beam unit.
Installation
of sealed beam unit is the reverse of
above procedure. When replacing head lamps,

check
lamp aim following procedures described in

Par.
H-132.

FIG.
H-55—PARKING
LIGHT (EARLY)

1—
Bezel

2—
Lens

3—
Bulb

4—
Gasket
5—
Housing
and Cable

6—
Screw
213

H

ELECTRICAL
SYSTEM

14379

FIG.
H-56—PARKING
AND SIGNAL LIGHT (LATE) 1—
Screw

2—
Lens
3—
Gasket

4—
Bulb
5—
Cable

6— Housing H-131. Head
Lamp
Aiming Preparation

All
Jeep Universal-series lamps must be aimed on
the low beam. Lamps may be aimed either with mechanical aimers or by using a screen. If me­

chanical
aimers C-3674 are used,
follow
instruction
supplied with the aiming equipment. If a screen is to be used, preparation for aiming is as follows:

a.
Locate the vehicle in a darkened area with a level floor area and with a screen (may be a wall) having a nonreflecting white surface. A reference
line should be marked on the floor 25
feet
[7,62 m.]
away from and parallel to the screen. Position the vehicle perpendicular to the screen and with the
front head lamps directly over the reference line.
b. Locate the middle
tape
on the screen so that
it is aligned with the center line of the vehicle.
c. Equalize all tire pressures.

d.
Rock the vehicle from side to side to equalize springs and shock absorbers.
e. Measure the distance
between
vehicle head lamp centers.
Then,
position marker
tapes
vertically on
the screen to the right and
left
of the middle
tape
at half this distance.

f.
Measure the distance from the center of each
lamp to the surface on which the vehicle rests.
Position a marker
tape
horizontally on the screen

FIG.
H-57—TAIL, STOP AND

DIRECTIONAL
LIGHT
1—
Screw

2—
Lens

3—
Gasket

4—
Bulb
5— Housing and Cable Assembly
6— Nut and Lockwasher 10441
FIG.
H-58—TAIL AND
STOP LIGHT (EARLY)

1
—Ring

2—
Lens
3—
Gasket

4—
Retainer
5—
Bulb
6—
Gasket

7— Housing and Socket 214

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL
H
FIG.
H-59—HEAD LAMP

1—
Door

2—
Retaining
Screw

3—
Retaining
Ring

4—
Sealed
Beam
Unit
5—
Mounting
Ring

6—
Adjusting
Screw 7—
Housing

8—
Wires

9—
Door
Screw 310669
to cross the vertical
tapes
at the measured height
of each lamp center respectively.

g.
Remove the head lamp doors.
h.
Clean
the head lamps.

H-132.
Aiming Head Lamps

a.
Turn
the headlights on low beam. Cover the lamp not being aimed. Be sure to use the horizontal reference line on the screen that is the same dimen­
sion as the vehicle lamp height.
b.
Turn
the vertical aiming screw counterclock­
wise until the lamp beam is considerably lower

than
the horizontal reference line on the screen.
Then,
turn
the screw clockwise until the top
edge

of the high intensity
area
is even with the horizontal

line.
See Fig. H-60.
I
(T)

JT)

1'.'' | '':'
11460

FIG.
H-60—HEADLIGHT AIMING
CHART
1—
Vertical
Tape,
Left
Lamp
Center

2—
Vehicle
Centerline

3—
—Vertical
Tape,
Right
Lamp
Center
4—
Zone
of Greatest Intensity
5—
2
*
(Two Inches)
6— 25'0
'
7—
2
*
(Two Inches)
8—
Height
of
Lamp
Centers
9—
Horizontal
Tape

Note:
Always bring the beam into final position
by turning both aiming screws clockwise so that
the unit is held under proper tension when the operation is complete.

c. Turn
the horizontal aiming screw counterclock­
wise until the beam is off.
Then,
turn
the same
screw
clockwise until the
left
edge
of the high
intensity area is 2" [5,08 cm.] to the right of the
lamp center line. See Fig. H-60.

d.
Cover the lamp that has been aimed and aim
the other lamp using the same procedure.
e.
Carefully
reinstall the head lamp doors.

H-133.
Parking
and
Turn Signal Light
The
parking lights are mounted in the radiator

guard
panel just below the headlights. These lights

are
on only when the main switch control knob is
pulled
out to the first notch.

To
replace a parking lamp, remove two screws allowing the lens and colored reflector to be re­
moved. Replace the lamp, which is recessed back

in
the housing.

If
the
complete
parking light assembly is to be
removed for service or replacement, disconnect the

wire
plug at the back of the housing.
Then
remove
the nuts and lock washers securing the parking light assembly and remove out the front of the

panel.

H-134. Tail, Stop
and
Turn Signal Light

Refer
to Fig. H-57 and H-58.

The
tail
lights are mounted in the
rear
corner
posts

of the body. They are on whenever the main switch
control
knob is pulled out to any position.

a.
To replace a lamp, remove the snap ring on

early
models
and remove the lens; on late
models
remove lens screws, lens and gasket.
Clean
lens
and
reflector before replacing.
b. To remove the parking and
tail
light housing,
disconnect wiring, remove the two nuts and lock
washers securing
tail
light assembly to body and remove from
rear
of body.

H-135-
Backup Lights •
Refer to Fig. H-61.

The
backup lights on late production vehicles are located on the
rear
of the vehicle directly below
the
tail
light. The backup lights are actuated
through a switch when the ignition is on and the

transmission
is in reverse. 215

ELECTRICAL
SYSTEM

14385

FIG.
H-61—BACK-UP
LIGHT
1—
Snap
Ring
2—
Lens

3—
Gasket

4—
Bulb
5—
Housing
and
Cable
On
late production
T14A
transmissions the backup
light switch is threaded into the right
rear
corner
of the cover housing and is activated by the move­
ment of the reverse shift
rail.

The
backup light switch is not serviceable and
must be replaced if defective.

Bulbs
can be replaced by removing the snap
ring,

lens and gasket from the assembly.

H-136.
License Plate
Light

On
CJ-5A,
CJ-6A
and current production vehicles
the license plate light is attached to the tailgate
and
is of the swing-type design to enable the
license plate to be visible when the tailgate is in
the down psoition. The bulb can be changed by
removing
the clear plastic lens. On early production
vehicles the license plate light is integral with the

tail
light assembly.

H-137.
Horn
The
horn is mounted under the hood on the
left

front
fender. The horn is sounded by pressing the
button located at the top center of the steering
wheel.

To
remove the horn wire, disconnect the wire at
the snap connection at the base of the steering
column.
Pull
off the rubber horn button cap and
the brass contact cap from the steering wheel nut.

This
will
expose
the contact tip of the horn wire.

Pull
the wire out of the steering column from the top. Refer to Fig. H-62.

H-13S.
Directional
Signals

Fig.
H-63 shows the
wiring
of a
composite
direction­

al
signal
circuit.
The most frequent causes of
failure
in
the directional signal system are
loose
connec­
tions and burned-out bulbs. A flashing rate

approximately
twice the normal rate usually in­
dicates a burned-out bulb in the
circuit.
11087

FIG.
H-62—HORN
BUTTON 1—
Cap
2— Nut
3—
Horn
Button
Spring
Cup 4—
Ferrule

5—
Horn
Cable

6—
Contact
Disc

7—
Steering
Wheel
8—
Cup
9—
Bearing
Spring
Seat
10—
Steering
Column

11—
Tube

12—
Bearing

13—
Bearing
Spring

14—
Horn
Button
Spring

15—
Retainer
Spring
When
trouble in the signal switch is suspected it
is advisable to make the following
test
to definitely
locate the trouble before
going
to the effort of

removing
the signal switch. If, for example, the
right
rear
stop
light and right front parking light

are
inoperative and switch failure is indicated, first put the control lever in neutral position.
Then

disconnect the wire to the right side
circuit
and
touch it to or bridge it to the
"L"
terminal, thus
by-passing the signal switch. If the right side cir- 10609

FIG.
H-63—DIRECTIONAL SIGNAL
CIRCUIT

1—
Flasher

2—
Ignition
Switch

3—
Control
4—
Light
Switch
5— Stop
Light
Switch
216

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H
cuit
lights,
the
signal switch
is
inoperative
and

must
be
replaced.

H-139.
Hazard
Warning Lights

All
current production vehicles
are
equipped with

a
four-way flasher warning system.
The
control switch
is
located
on the
instrument panel left
of

the steering column.
With
the
switch pulled
out,
the
two
front and
two
rear
turn
signal lights flash
on and
off
simultaneously,
as do
both
turn
signal

indicator
lights
on the
instrument clusters.
H-140.
Marker
Lights and Reflector Assembly

The
marker
lights
and
reflector assemblies
on

current
production vehicles
are
mounted
on the

side
of
the front fender and
on the
side
of
the
rear
quarter
panel.
The
spare wheel also mounts
a

marker
light. Some earlier production vehicles have
reflex reflectors mounted on the side of the hood and
on
the
side
of
the
rear
quarter panel. determine
if
dash wiper switch or wiring
is at
fault,
disconnect wiring harness from wiper motor
and

try
operating wiper independently
of
dash switch.
If
still
inoperative
see
procedure under
Par.
H-145.
b. Wiper
will
not
shut
off
— Determine
if
wiper
has both
low
and high speeds, slow speed only,
or

high speed only.
It is
important that
the
wiper
operates
at low
speed during parking cycle.
Dis­
connect wiring harness from wiper motor
and try

operating wiper independently
of
dash switch.
If

wiper
shuts
off
correctly with
crank
arm
in
park
position and wiper has both speeds, check
the
lead

between
terminal
and
dash switch ground
and

check
for
defective dash switch.
If
wiper shuts
off

correctly,
but has
high speed only, check lead
be­

tween wiper terminal and dash switch
for an
open

circuit
and check
for
defective dash switch.
If
still

inoperative,
see
Par. H-145.
c. Wiper
has
only fast speed.
Check
for
defective dash switch
or
open lead
between
terminal
and

dash switch.

H-141.
Windshield Wiper System

Early
production vehicles equipped with
the
Dauntless V-6
engine
have
two
single speed wind­
shield wiper motors mounted above
the
windshield inside
the
vehicle. The wiper motors
are
operated

and
controlled
by a
switch located
on the
instru­
ment panel.

Current
production vehicles with stationary wind­
shield have
a
two-speed
electric windshield wiper motor mounted below
the
windshield outside
the

vehicle on the driver's side. The wiper motor switch is located
on the
instrument panel
to the
left
of

the steering column.

H-142.
Two-Speed Wiper Motor

The
two-speed
electric wiper motor
is
operated and
controlled
by a
turn
type, three poled, dash switch,
containing
a 6
amp. circuit breaker.
Current
flow
is directed from
the
battery through
the
ignition
switch
to the
wiper dash switch assembly
to the

two-speed
wiper motor, which passes current from the designated motor brush (high,
low or
park)
to

the armature circuit
to
ground.

H-143.
Troubleshooting Procedure
Troubleshooting procedures
are
divided into
two

categories: wiper troubleshooting
in
vehicle; wiper
troubleshooting
on
bench.
Fig. H-65 and H-66

illustrates connecting leads
of the
two-speed
wiper for either bench operation
or to run
wiper inde­
pendently
of
dash switch and vehicle wiring when
installed
in the
vehicle.
H-144. Wiper Troubleshooting
in
Vehicle

Typical
wiper troubles and remedies are
as
follows
:

a.
Wiper
is
inoperative
—
Check
wiper switch
cir­

cuit
breaker; wiring harness connection
at
wiper
motor
and
wiper switch; wiper motor
feed
wire

from
ignition starter switch
to
wiper switch;
and
check wiper
on
switch
to be
securely mounted.

With
ignition switch
on,
check
for 12
volts
at
har­

ness
terminal that connects
to
wiper terminal.
To
BLACK
PARK

GREEN *-
RED m~
LOW
PARKING
<^^>

SWITCH
V^-O*'
HIGH

FIG.
H-64—WIRING
DIAGRAM

FIG.
H-65—WINDSHIELD
WIPER
SWITCH
ASSEMBLY
(EARLY)
1.
Park
(black)
2. Low (green)

3.
High (red)
d.
Wiper
has
only slow speed
and
shuts
off
with
dash switch in high speed position. Reverse harness
leads that connect
to
wiper terminals.

e. If
blades
do not
return
to
park
position when

wiper
is
turned
off,
check wiper ground connection
to vehicle body. Remove wiper from vehicle
and

check
for
dirty, bent,
or
broken
park
switch con­
tacts.

f.
If
wiper speed
is
normal
in
slow,
but too ex­
cessive
in
fast speed, check for an open terminal. 217

ELECTRICAL
SYSTEM

FIG.
H-66—WINDSHIELD
WIPER SWITCH ASSEMBLY (LATE)
B—Battery

1—
Wiper
1 La
Speed
2—
Wiper
1 Hi
Speed

3—
Wiper
2 Lo
Speed

4—Wiper
2 Hi
Speed
5— Park
g. If wiper operates erratically, check for
loose

wiper
ground connection or
loose
dash switch mounting.

H-145.
Wiper Troubleshooting on Bench

Using
ammeter, capable of reading at least 30
amperes, check
feed
wire circuit for open circuit.

a.
If wiper is inoperative, connect wiper to operate
in
low speed and observe current draw. If the read­
ing is zero amp., check for
loose
solder connection
at wiper terminal or
loose
splice joints. If reading is
1
to 1.5 amp., check for open armature, sticking
brushes, or
loose
splice joint. If reading is 11 amp.,
check for broken gear seized shaft or
some
other
condition that
will
stall the wiper.
b. If wiper
will
not shut off, this condition may
exist if wiper has one or both speeds. If wiper has both speeds, check for
park
switch contacts not
opening or internal wiper motor lead that connects to wiper terminal being grounded. If wiper has low
speed only, check for internal wiper motor lead that connects to wiper terminal being grounded. If

wiper
has high speed only, check for
internal
wiper motor lead that connects to wiper terminal being
open.

c.
If wiper
crank
arm
does
not return to
park

position when wiper is turned off, check for dirty, bent to broken
park
switch contacts.

d.
If wiper operates erratically, check for sticky
brushes or
loose
splice joints.
e. If the wiper
will
not shut off, or wiper
crank
arm
fails to
stop
in
park
position when jumper wire is
removed from terminal, check that
park
switch contacts are opening. Also check for ground in in­

ternal
motor lead that connects to terminal.
f-
Remove fastening screws, cover plate assembly

and
gasket.
g. Remove parking plate and gear assembly.

h.
Remove parking brushes, spring and bowed
washer from gear assembly.

i.
Remove the two through
bolts
and mounting

bracket.

j.
Remove the magnet housing, armature and end cap as an assembly.

k.
Tap end of armature shaft to
loosen
end cap
assembly and remove cap from armature shaft. Be
careful
not to
lose
thrust disc, which is in end cap
bearing bore.

I.
Remove armature from magnet housing.
Care

should be taken to protect armature shaft bearing

journals.

m.
Remove brushes and brush spring from brush
holders.

H-147.
Cleaning
of
Two-Speed
Wiper
Motor

a.
Clean
magnet housing and
armature
with a cloth dampened in cleaning solvent.

b.
The following bearing equipped parts should

not
be immersed in cleaning fluid: 1. Cover plate assembly.
2.
Gear
housing assembly.

3.
End cap assembly.

The
metal surfaces of
these
assemblies should be cleaned with a brush dipped in cleaning solvent,

making
certain that cleaning fluid
does
not contact bearings.

c.
Clean
remaining parts with a brush and cleaning
solvent.

H-148.
Reassembly
of
Two-Speed
Wiper
Motor

Refer
to Fig. H-67.
To
reassemble motor, reverse the
steps
given in

Par.
H-146.
When
reassembling motor, fingers must be clean
when handling brushes. Hold brushes in the holders by applying paper clips to brush shunts. Apply a
light film of lubricant to armature shaft ends,
armature
worm gear and gear assembly shaft ends.
Remove paper clips after assembling armature to gear housing. Align marks on magnet housing and
gear housing. Armature end play should be .002 -
.010".

Be
sure to operate wiper to
park
position prior to installing drive arm.

H-146.
Disassembly
of
Two-Speed Wiper Motor

Refer
to Fig. H-67.

a.
Remove windshield wiper motor cover.
b.
Disconnect drive arm from wiper linkage.

c.
Disconnect wiring from wiper dash switch.

d.
Remove wiper motor.

e.
Loosen drive arm hardware and pry drive off
drive
shaft.
H-149.
No
Load
Testing

Test
the motor to
meet
the following specifications:

LOW SPEED HIGH SPEED

Ampere Ampere

Draw Draw

R.P.M.
(Max.)
R.P.M.
(Max.)
42 2.75 62 3.75 218

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H

a
0"—®
FIG.
H-67—-TWO-SPEED
WIPER
MOTOR

1—
Brush,
Commutator — Grounded - includes Terminal

2—
Spring,
brush — Commutator
3—
Insulation
Grommet, Cable

4—
Nut,
Locking
— Set Screw
5— Screw, Set — armature End Play
6—
Bearing,
Gear
Shaft
7—
Spring,
Parking Brush 8—
Brush,
Parking
9—
Nut
& Lockwasher,
Drive
Arm

10—
Screw, Securing —
Drive
Arm

11—
Arm,
Drive

12—
Screw, Fastening — Mounting
Plate

13—
Gasket,
Mounting
Plate

14—
Plate
Assembly, Parking

15—
Washer, Bowed
16—
Gear
Assembly

17—
Brush,
Commutator — Insulated

18—
Armature
Assembly

19—
Thru
Bolt,
Fastening — Motor Assembly

20—
Cap Assembly, End — includes Bearing

21—
Disc,
Thrust H-150. Major
Electrical
Component
Replacement

•
Prestolite and Delco-Remy Components

a.
Some
Prestolite and Delco-Remy electrical
components may be intermixed on a vehicle as an
approved production practice. No attempt should
be
made
to convert to a complete Prestolite or Delco-Remy system. Prestolite components should
be replaced by Prestolite components and Delco- Remy components should be replaced by Delco-
Remy components insofar as
availability
of re­ placement components
will
allow.
In
those
cases,

however, where a component is being replaced
with

one produced by the other manufacturer, make
certain factory approved service instructions are

followed
during
these
installations.
b. Distributor — No special instructions are re­

quired
for interchanging Prestolite and Delco-
Remy distributors on V6 models.
c. Starting Motor — Special instructions are re­
quired
for interchanging Prestolite and Delco-
Remy starting motors. See note
following
Par.
H-108. 219

H

ELECTRICAL
SYSTEM H-15L SERVICE
DIAGNOSIS

SYMPTOMS

Battery
Discha
rged: Shorted
Cell
in Battery......... Short in Wiring..
•
Generator Not Charging ,
Loose or Dirty Terminals
Excessive Use of Starter Excessive Use of Lights...... Insufficient Driving.........

Low
Regulator
Setting.......

Stuck
Cut-out in Regulator. ..

Low
Electrolyte
Level
in Cells

Alternator:
FAILS
TO
CHARGE:
Belt Loose Open or High Resistance in

Charging
or Ground Return
Circuit
or Battery Connections............
Excessively Worn, Open, or
Defective
Brushes.
Open Isolation
Diode.

Open Rotor (Field
Coil)

LOW
OR
UNSTEADY
CHARGING RATE:
Belt Loose.... Intermittent or High Resistance
Charging
or Ground Return
Circuit
or Battery Connections
Excessively Worn, Sticky, or Intermittent Brushes
Shorted or Open Rectifier
Diode
Grounded
or Shorted
Turns
in Rotor (Field
Coil)

Open,
Grounded, or Shorted
Turns
in
Stator

EXCESSIVE
CHARGE RATE:
Loose Connections on Alternator...........

Faulty
Regulator

NOISY
ALTERNATOR:
Defective
or Badly Worn Belt
Misaligned Belt or Pulley
Loose Pulley
Worn
Bearings.
Shorted Rectifiers

Generator:
Low
Charging Rate—
Dirty
Commutator
Poor Brush Contact.
................
Regulator Improperly Adjusted.......

High
Resistance in Charging
Circuit...
Ground
Strap Engine to Frame Broken
Loose or Dirty Terminals Slipping Generator Belt

Worn
Out Brushes

Weak
Brush Spring Tension..........

Out
of Round Commutator
PROBABLE REMEDY

Replace Battery

Check
Wiring
Circuit

Inspect Generator and Fan Belt
Clean
and Tighten

Tune
Engine

Check
Battery
Recharge Battery
Correct
Setting

Correct
Add
Distilled Water
Tighten to
Specifications
Test
and Correct
Test
Brushes and Replace if Necessary

Test
and Replace if Necessary
Test
and Replace if Necessary
Tighten to
Specifications

Test
and Correct
Test
and Replace if Necessary
Test
and Replace if Necessary

Test
and Replace if Necessary

Test
and Replace if Necessary

Check
and Correct

Check
and Correct
Replace

Align,
Replace Parts as Necessary Tighten Replace Bearings as Necessary
Test
and Replace as Necessary

Clean
Commutator
Repair
or Install New Brushes

Adjust

Clean
and Tighten Terminals Replace

Clean
and Tighten

Adjust
Belt
Install
New Brushes
Replace
Repair
220