checking oil JEEP CJ 1953 Owner's Manual
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Page 195 of 376
'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
Page 203 of 376
'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL
H
13406
FIG.
H-39—STARTING
CIRCUIT
1—
Ground
Cable
2—
Battery
3—
Positive Cable
4—
Alternator
Wire
5—
Alternator
6— Ignition Switch
Wire
H-93.
Maintenance Procedure
A
periodic inspection should be made of the start ing circuit. Since the interval
between
these
checks
will
vary according to the type of service, it should, under normal conditions, be made every 500 hours
of operation. Inspect all starting circuit wiring for damage.
Check
for
loose
or corroded terminals and
for dependable operation of the starting motor.
H-94.
Wiring
Refer
to Fig. H-39. Inspect the starting circuit to make sure that all
connections are clean and tight.
Check
for worn or damaged insulation on the wires. Perform a volt
age-loss
test
to make sure there is no
loss
of start ing motor efficiency resulting from high resistance
connections. Voltage
loss
from the battery ter
minal
to the starting motor terminal should not
exceed .30 volts for each 100 amperes. Voltage
loss
between
the battery ground
post
and the starting motor frame should not exceed .10 volts for
each 100 amperes. If the
voltage
loss
is greater
than
these
limits, measure the
voltage
loss
over
each part of the circuit until the resistance causing the
voltage
loss
is located and corrected.
H-95.
Commutator
Sluggish starting motor operation may be caused by a dirty commutator or worn brushes. The commutator cannot be cleaned while the. starting motor is mounted on the
engine
and it
will
be necessary
to remove it and proceed as for an overhaul. Should 7— Ignition Switch
8— Solenoid
Wire
9—
Starter
10— Solenoid
11—
Connector
Strap
the commuator be rough or worn, it should be
removed for cleaning and reconditioning.
H-96.
Overhaul Procedure
At
periodic intervals the starting motor circuit
should be thoroughly checked and the motor re moved from the
engine
for cleaning and checking.
H-97.
Removal and Disassembly
Refer
to Fig. H-40 and H-41.
To
remove the starting motor from the engine, dis
connect the leads and cover the battery lead ter
minal
with a piece of
hose
or tape to prevent short
circuiting.
Remove the flange
bolts
holding the starting motor to the flywheel housing. Remove
the starting motor from the vehicle.
Each
part of the starting motor should be removed, cleaned, and inspected for evidence of wear or
damage. The Bendix
Folo-Thru
Drive should be
cleaned and inspected for evidence of wear or a distorted spring. Bearings should be checked for
proper clearance and fit. All insulation should be
free of oil and in
good
condition. The armature,
field coils, and brushes should be checked for
good
ground and lack of open circuits.
H-98.
Brushes
a.
The brushes should slide freely in their holders
and
make full contact on the commutator. Worn
brushes should be replaced.
b.
Check
brush spring tension with a spring scale.
Hook the scale under the brush spring near the 203
Page 204 of 376
H
ELECTRICAL
SYSTEM
11035
FIG.
H-40—PRESTOLITE STARTING MOTOR—F4 ENGINE 1— End
Plate
2—
Plug
3—
Thrust
Washer
4—
Brush
Plate Assembly 5— Screw
6—
—Lock
Washer
7—
Insulating
Washer
8—
Terminal
9—
Field
Coil
and Pole
Shoe
Set
10—
Frame
11—
Insulating
Washer
12—
Washer
13— Nut 14—
Lock
Washer
15—
Insulating
Bushing
16—
Pole
Shoe
Screw
17— Sleeve Bearing
18—
Drive
End Frame
19—
Intermediate Bearing
20—
Bendix
Drive
21—
Screw
22—
Lock
Washer
23—
Thrust
Washer
24— Key
25—
Armature
26—
Thru
Bolt
27—
Insulator
brush
and
pull
On
a line parallel with the side of
the
brush.
Take
the
reading
just as the spring leaves the
brush.
It is important that the brush spring
tension be kept within the limits specified at the end of this section. If the tension is too low, there
will
be a loss of efficiency from poor brush contact.
Too
great a tension
will
cause excessive brush and
commutator wear. To change the tension, twist the
spring
at the holder with long-nosed pliers,
c.
Worn
brushes should be replaced. Brushes that
are
soldered to the field coil should be unsoldered
and
the
loop
in the field coil lead should be opened.
Insert
the new brush pigtail to its
full
depth in the
loop. The new brush lead should be tightly clinched
in
the terminal and then soldered to make a strong, low-resistance connection.
H-99.
Commutator
Check
the commutator for wear and discoloration.
If
the commutator is rough or worn the armature should be removed and the commutator turned
down in a lathe. A discolored commutator should
be cleaned with carbon tetrachloride. Never use
emery cloth.
H-100.
Armature
Visually
inspect the armature for mechanical
defects
before checking for shorted or grounded
coils. Use a set of
test
probes for testing armature
circuits.
To
test
the armatures for grounds, touch
one point of the
test
probes to a commutator seg
ment and touch the other point to the core or shaft. Do not touch the points to the bearing surface or
to the brush surface as the arc formed
will
burn
the smooth finish. If the lamp lights, the coil con nected to the commutator segment is grounded.
To
test
for shorted armature coils, a growler as
shown-in Fig. H-42 is necessary. The armature is placed against the core and a steel strip is held
on the armature. The growler is then energized 204
Page 209 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
H
H-111.
Brushes
Check
brush length. If brushes are worn to one-
half
their original length, replace them. Also check
for
cracks,
chips, damaged mounting holes, oil
saturation,
or other damage; replace brushes.
H-112.
Commutator
Check
the commutator for wear and discoloration.
If
the commutator is rough or worn the armature
should be removed and the commutator turned
down in a lathe. A discolored commutator should
be cleaned with carbon tetrachloride and inspected.
Scratches
on the commutator may be removed
with
sand paper. Use compressed air to remove
sand
particles after cleaning.
H-113.
Armature
Visually
inspect the armature for mechanical
defects
before checking for shorted or grounded
coils. Use a set of
test
probes for testing armature
circuits.
To
test
the armature for grounds, touch
one point of the
test
probes to a commutator
seg
ment and touch the other point to the core or shaft.
Do not touch the points to the bearing surface or
to the brush surface as the arc formed
will
burn
the smooth finish. If the lamp lights, the coil con
nected to the commutator
segment
is grounded.
H-114.
Field
Coils
Using
test
probes, check the field coils for both ground and open circuits. To
test
for ground, place
one probe on the motor frame or
pole
piece and
touch the other probe to the field coil terminals.
If
a ground is present, the lamp
will
light.
To
test
for open circuits, place the probes on the
field coil terminal and on an insulated
brush.
If
the light
does
not light, the coil is open circuited.
H-115.
Brush
Holder Inspection
Inspect
brush
holders for distortion, wear, and other
damage.
Check
that brush holders pivot freely on
their
pivot pins.
Check
brush spring tension with
a
spring scale. Hook the spring scale under the
brush
holder at the brush and
pull
on a line
paral
lel
to the side of the
brush.
Note
scale reading just
as brush leaves commutator. Tension must be 35 oz. [9,925 kg.] minimum. Replace brush springs
if
tension is insufficient.
H-116.
Solenoid
Coils
Check
solenoid coil as follows:
a.
Remove screw from motor terminal of solenoid
and
bend field coil leads away from terminal.
Con
nect terminal to ground with a heavy jumper wire.
See
Fig.
H-48.
b.
Connect a 12-volt battery, a high-current
vari
able resistance, and an ammeter of 100 amperes
capacity
in series
between
S terminal of solenoid
and
ground; battery negative is to be connected
to ground. Connect a heavy jumper wire from
solenoid base to ground terminal of battery.
Con
nect a voltmeter
between
base of solenoid and
small
S terminal of solenoid. Refer to Fig. H-48.
12455
FIG.
H-48—TEST CONNECTIONS,
STARTER
SOLENOID
COIL
1— S
Terminal
2—
Solenoid
3—
Ground
Connection 4—Voltmeter 5—Ammeter
6—
12-Volt
Battery
7—
Ground
Connection*
c.
Slowly decrease resistance until voltmeter
read
ing increases to 10 volts.
Note
ammeter reading.
This
is current drawn by both windings in
parallel
;
it
should be 42 to 49 amperes at 10 volts, with solenoid at room temperature.
d.
Disconnect jumper wire from motor terminal
of solenoid. Increase resistance until voltmeter
reads
10 volts;
note
ammeter reading.
This
is
cur
rent
drawn by hold-in winding only; it should be 10.5 to 12.5 amperes at 10 volts, with solenoid at
room temperature.
e. If solenoid windings do not rest within specifi cations given, replace solenoid switch assembly.
H-117.
Starting Motor Reassembly
a.
Lubricate
shift lever linkage and fasten in drive housing with lever stud.
Caution:
Do not lubricate solenoid plunger or solenoid cylinder.
b.
Install
return spring on solenoid plunger and
insert
plunger into solenoid cylinder. Apply sealing
compound on both sides of solenoid flange where it
extends
between
drive housing and field frame.
Attach
plunger to shift lever with fulcrum pin.
Fasten
solenoid to drive housing with two mount
ing screws.
c.
Lubricate
armature shaft with silicone grease.
Install
assist spring and drive assembly on shaft
with
pinion outward.
d.
Install
pinion
stop
retainer on armature shaft
with
recessed side outward. Place a new snap ring on drive end of shaft and hold it in place with a
hard
wood block. Strike block with hammer to
force snap ring over end of shaft; slide the ring
down into
groove
in shaft. See Fig. H-49, left hand view. 209
Page 227 of 376
'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL
The
correct distance should be 10%"
[26,04
cm.].
If
the length of the clutch release pedal rod is
other than
10
W
[26,04
cm.], the vheicle is equipped with the early
type
Clutch
Control
Lever
and
Tube Assembly, which should be removed, and^trie latest
designed
parts should be installed.
The
free pedal clearance is adjusted by lengthening
or shortening the" clutch fork cable. To make this adjustment,
loosen
the jam nut on the cable clevis
and
lengthen or shorten the cable to obtain %"
[19,05
mm.] free travel at the pedal pad, then
tighten the jam unit.
•
Clutch
Control Cable Type
Refer
to Fig. 1-2.
a.
With the clutch pedal pad against the floor
panel, (pedal up, clutch
engaged)
adjust ball ad
justing nut until slack is removed from the cable
and
the clutch throwout bearing contacts the clutch
pressure plate, release levers or diaphragm plate.
b. Back-off ball adjusting nut 2
V2
turns to obtain
approximately %"
[19,05
mm.] free travel.
Lock
hex nut.
FIG.
1-3—AUBURN
CLUTCH
ASSEMBLY —
HURRICANE F4 ENGINE 1—
Driven
Plate and Hub
2—
Pressure
Plate
3—
Pivot Pin
4—
Bracket
5—
Spring
Cup 6—
Pressure
Spring 7— Release
Lever
8—
Return
Spring
9—
Adjusting
Screw
10—
Jam
Nut 11—
Washer
Note:
Some older 'Jeep' vehicles may
develop
side
movement
of the clutch and brake pedals resulting
from wear of the pedals, shafts, and bushings. One way to
compensate
for this wear is to install a pedal
slack
adjuster kit 1-4.
CLUTCH
—
HURRICANE
F4
ENGINE
•
Auburn
Vehicles equipped with the Hurricane F4
engine
have a 9.25" [23,4 cm.] driven plate. The auburn clutch driving (pressure) plate assembly (Fig. 1-3)
has three pressure springs and three levers or
fingers.
1-5.
Clutch
Removal
When
necessary to remove the clutch,
follow
the procedures outlined in Section J for the removal
of the transmission and transfer case from the vehicle. Then remove the flywheel housing and use
the following procedures for removing the clutch assembly.
Note:
The F4
engine
may be removed from the
vehicle when inspecting or replacing the clutch.
Refer
to Section D for Hurricane F4
engine
removal and then
follow
the instructions given
below
to remove the clutch assembly.
a.
Mark
the clutch pressure plate and
engine
fly
wheel with a center punch so the clutch assembly
may be installed in the same position after adjust
ments
or replacement are completed.
b. Remove the clutch pressure plate bracket
bolts
equally, a little at a time, to prevent distortion and
to relieve the clutch springs evenly.
c. Remove the pressure plate assembly and driven
plate from the flywheel.
1-6.
Clutch
Pressure Plate and Disc Inspection
Inspect the pressure plate face for
cracks,
chips,
and
warpage.
Check
the pressure plate levers for
excessive
wear and the springs for breaks. If any of the
above
conditions exist, the
complete
pressure
plate must be replaced.
Check
the clutch disc for
excessive
wear,
loose
or damaged facings, broken
vibration damper springs and evidence of grease
or oil. If any of the
above
conditions exist, replace
the clutch disc.
1-7.
Clutch
Pressure Plate Adjustment —
Auburn
The
clutch pressure plate must be checked
before
installing a new or reconditioned clutch. The proper 11339
FIG.
1-4—CHECKING
AUBURN
CLUTCH
LEVER
ADJUSTMENT
1— Adjustment Gauge
2—
Fixture
Mounting Bolt
3—
Clutch
Fixture
227
Page 299 of 376
'Jeep9
UNIVERSAL
SERIES SERVICE
MANUAL
N
c.
Check
side gear clearance as described in Par.
N-18.
d.
Examine contacting surfaces of ring gear and
differential case for
burrs
or foreign matter.
e.
Assemble ring gear on differential case with assembly
hole
on each lined up.
f.
Tap ring gear
into
place with mallet.
g.
Install
ring gear screws. Torque 35 to 55 lb-ft. [4,84 a 7,60 kg-m.].
N-18.
Adjustment
of
Differential
Side
Gears
Clearance
between
the differential side gears and differential case should be .000" to .006"
[0,000
a
0,192 mm.] Procedure for checking clearance is as
follows:
a.
With
the differential positioned as shown in
Fig.
N-31, tap the differential lightly on a flat
sur
face so the differential gears
settle
into
proper
position.
b. Measure the clearance
between
side gears and
the case with leaf feeler
gauge
as illustrated. c. If the clearance
exceds
.006" add shims
between
the side gears and the case. To bring the clearance
within specified tolerance, shims in
these
thick
nesses
are available.
.004"
[0,102
mm.], .006"
[0,152
mm.], .008"
[0,203
mm.].
If shims are required, at least one shim
should be placed on each side and the shim packs kept as even as possible. After adding shims, repeat
the clearance check.
10009
FIG.
N-31—CHECKING SIDE GEAR CLEARANCE N-l9.
Adjustment of
Differential
Bearing Preload
and
Ring
Gear
Backlash
Refer
to Fig. N-30.
The
adjustment of the differential bearings is main
tained by the use of shims placed
betwen
the dif
ferential case and the differential bearing. Proce
dure for adjusting bearing preload is as follows:
a.
Install
the differential case and bearings in the
axle housing without shims and with the bearing
cups snug.
b. Holding the ring gear in contact with the pinipn
and
using a screwdriver blade to
move
the differen
tial
bearing cups toward the center, insert feeler
gauge
on each side
between
differential bearing cup and the axle housing.
There
should be only
.001" to .002"
[0,025
a 0,051 mm.] backlash
remaining with the feeler
gauge
inserted.
c.
After the shim pack requirement for each bear
ing has
been
established remove the differential
assembly. Make up shim packs and
keep
them separated.
d.
Add an additional .015"
[0,381
mm.] thickness:
of shims to the pack on the
tooth
side of the ring gear.
e.
Place the differential bearing shim packs on the
differential case under each bearing.
Install
bear
ings
with
Driver
C-3716 for Model
27AF
axles
and
Driver
W-188 for Model 44 axles. See Fig. N-32.
Note:
When overhauling the Model
27AF
front
axle differential, check the axle inner oil seals. Should new seals be required, install them using
Tool
W-128 as shown in Fig. N-33. When installing
the axle differential in the axle housing, use
Spreader
Tool W-129.
f. Attach the
Carrier
Spreader W-129, (see
note
Par.
N-12) install a
dial
indicator, (Fig. N-19) and spread the
carrier
a maximum of .020"
[0,508
mm.].
FIG.
N-32—DIFFERENTIAL BEARING DRIVER
299
Page 300 of 376
N
REAR AXLE
11874
FIG.
N-33—INSTALLING INNER OIL SEALS — MODEL 27 FRONT
AXLE
DIFFERENTIAL g. Remove the indicator.
h.
Lubricate bearings and place the differential in
the
carrier.
i.
Tap the unit carefully
into
place with
soft
mallet, making sure the ring gear
teeth
mesh with the
pinion
teeth.
j.
Install bearing caps, matching their markings
with
those
on the
carrier.
k. Apply sealing compound to the screw threads.
Torque
the screws 70 to 90 lb-ft. [9,68 a 12,44
kg-m.].
I.
Install dial indicator to check ring gear back
lash
(Fig. N-34). Check backlash at two points.
Backlash
must be held
between
.005" to .010"
[0,127
a
0,254
mm.]. If backlash
does
not fall with
in
specifications, shims should be interchanged be
tween
the two differential bearing shim packs until
correct backlash is obtained.
Note:
Changing the position of a .005"
[0,127
mm.]
shim from one side to the other
will
change the
amount of backlash approximately .003"
[0,076
mm.].
m. Check ring gear for runout. A reading in
excess
of .006"
[0,152
mm.] indicates a sprung differential
case, dirt
between
the case and the gear, or
loose
ring
gear screws.
n.
In order to assist in determining whether the
gears are properly adjusted, paint the bevel gear
teeth
with red lead or prussion blue and turn the
bevel gear so the pinion
will
make an impression on the
teeth.
The correct procedure to
follow
in the
event
of an unsatisfactory
tooth
contact is shown
in Fig.
N-35.
o. After the differential has
been
assembled and
adjusted, the pinion shaft oil seal should be in
stalled.
THE
HEEL
OF
GEAR TOOTH
IS THE
LARGE
END,
AND THE TOE IS THE
SHALL
END.
WORKING DEPTH
TOO
MUCH BACK LASH
MOVE GEAR TOWARD PINION
TOO
LITTLE BACK LASH
MOVE GEAR AWAY FROM PINION
\:
US33
FIG.
N-34—CHECKING RING GEAR BACKLASH
MOVE
PINION
OUT
AWAY FROM RING GEAR MOVE PINION
IN
TOWARD RING GEAR
CORRECT SETTING COMPROMISE SETTING
10547
FIG.
N-35—GEAR
TOOTH CONTACT 300
Page 335 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
WHEELS
Contents
SUBJECT PAR.
GENERAL
Q-l Wheel Balancing. Q-2
WHEEL BEARING SERVICE.
......
Q-3
Checking
Front Wheel Bearings Q-4
Checking
Rear Wheel Bearings.
.......
.
Q-7
Front
Wheel Bearing Adjustment. Q-5
Rear
Wheel Bearing Adjustment — Flanged Axle Q-6
Rear
Wheel Bearing Adjustment —
Tapered
Axle Q-8 SUBJECT PAR.
REAR WHEEL
MOUNTING
.Q-9
BRAKE
DRUM
SERVICE.
......
. . .Q-10
TIRE
SERVICE.
.................
.Q-ll
Tire
Care
Q-l2
Tire
Removal and Installation. Q-l3
SPECIFICATIONS
. .Q-14
Q-l.
GENERAL
Each
front wheel of a Jeep vehicle is carried on
two
opposed
tapered roller bearings as shown in
Fig.
Q-l and Q-2. Rear
wheels
are carried on a
single
tapered roller bearing
mounted
on each axle
shaft as shown in Fig. Q-3, Q-4 and Q-5. These bearings are adjustable for wear and their satis
factory operation
depends
upon periodic
attention
and correct lubrication.
Q-2.
Wheel Balancing
Wheel balancing with the wheel on the vehicle is 18 17
10731
FIG.
Q-l—FRONT
WHEEL ATTACHING PARTS — 4-WHEEL-DRIVE 1— Hub Cap
2— Snap Ring
3—
Drive
Flange
4— Gasket 5— Nut
6—
Lockwasher
7—
Lockwasher
8— Cone and Rollers 9—
Cup
10— Hub and Drum 11—
Oil
Seal
12—
Left
Front Brake 13— Spindle and Bushing
14—
Left
Knuckle and Arm
15—
Thrust
Washer
16—
Universal
Joint Shaft
17—
Lockwasher
18—Bolt 19— Screw
20— Nut
21—
Lockwasher
22— Bolt 335
Page 337 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
FIG.
Q-5—REAR
WHEEL
ATTACHING
PARTS —
FLANGED
AXLE
1—
Brake
Backing Plate
2—
Retainer
Ring
3—
Unit-Bearing
4—
Oil
Seal
5—
Retainer
Plate 6—
Brake
Drum
7—
Cup
Plug
8—
Flanged
Axle Shaft
14284
Q-4. Checking
Front
Wheel Bearings
Raise
the front end of the vehicle with a
jack
so that the tires clear the floor.
Grip
the tire and
test
sidewise shake of the wheel.
If
bearings are correctly adjusted, shake of the
wheel
will
be just perceptible and wheel
will
turn
freely with no drag.
If
bearing adjustment is too tight, the rollers may
break
or
become
overheated. Loose bearings may cause
excessive
wear and noise.
If
this
test
indicates bearing adjustment is neces
sary,
follow
the procedure given in Par. Q-5. Loose
bearings
will
cause sidewise shake that is evident
around
the entire circumference of the wheel. A shake that is evident only when gripping the
wheels
in
a plane parallel to the ground, but not evident
around
the entire circumference, probably indicates
looseness
in the steering linkage.
Q-5.
Front Wheel Bearing Adjustment
With
the vehicle on the
jack,
the following proce
dure
should be followed to adjust the front wheel
bearings on four wheel-drive vehicles.
a. Remove the hub cap, snap
ring,
capscrews, and
washers that attach the driving
flange
to the hub.
b.
Using the
Front
Axle Shaft Drive Flange Puller
W-163,
pull
the driving flange.
c. Bend the lip of the nut lock washer so that the
locknut
and lock washer may be removed.
d.
Rotate the wheel and tighten the adjustment nut until the wheel binds.
Note:
Front
tire and wheel must be rotated by
hand
as the adjusting nut is
tightened
to ensure positive seating of the bearing.
Then
back off the adjusting nut about one-sixth
turn
making sure that wheel rotates freely without
sidewise shake.
e. Replace the lock washers and locknut. Bend
over the lock washer lip.
f.
Check
the adjustment (Par. Q-4). Reassemble the driving
flange
and hub cap. Make certain the
gasket is properly installed
between
the hub and
the flange.
•
Model DJ-5, DJ-6
On
two-wheel drive vehicles, remove the hub cap
and
the wheel retaining nut cotter pin. Rotate the
wheel and tighten the wheel retaining nut until the wheel binds.
Then
back off nut about one-sixth
turn
or more if necessary making sure wheel ro
tates
freely without sidewise shake. Replace the cotter pin and hub cap.
Q-6.
Rear
Wheel Bearing Adjustment —
Flanged
Axle Shaft
Vehicles
equipped with the
flange
type
rear
axle
shaft require no wheel bearing adjustment. The flanged axle shaft is equipped with a single row,
pre-adjusted,
tapered roller unit-bearing capable of
accepting thrust in either direction. The unit-
bearing
adjustment is built in at the factory mak
ing shimming or bearing adjustment unnecessary.
Refer
to Fig. Q-6.
Q-7.
Checking
Rear
Wheel Bearings —
Tapered
Axle
Raise
wheel on which adjustment is to be made
by placing a
jack
under the axle housing.
With
hands,
test
sidewise shake and in and out play
of the wheel. If bearings are correctly adjusted,
shake of wheel
will
be just perceptible and the 337
Page 361 of 376
'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL
U
DESCRIPTION
—
Continued
AXLES
W-99* Gauge — Pinion & Ring
Gear
Setting
W-104-B* Puller — Tapered Roller Bearing Removing
W-126* Driver — Pinion Bearing Cup
W-128* Installer — Differential Inner Oil Seal W-129 Spreader — Differential
Carrier
Housing
W-138* Driver & Adapter —
King
Pin Bearing
W-144* Wrench — Wheel Bearing Adjusting Nut W-147* Driver — Pinion Oil Seal W-163* Puller
—-
Axle Shaft Drive Flange
W-186* Driver — Axle Shaft Oil Seal
W-188* Driver — Differential Case Bearing W-251* Puller — Pinion Oil Seal
W-262*
Sleeve
— Pinion Bearing Installing
W-263
Semi-Floating
Rear
Axle Shaft Oil Seal W-264* Driver — Pinion Outer Bearing Cup
W-297* Torque Wrench — Pinion Bearing Adjusting W-343* Remover
85
Installer —
Rear
Axle Bearing (Flanged Axle)
W-344* Installer — Pinion Inner Bearing Cups
C-319-A
Puller —
Rear
Wheel Hub (Tapered Axle Shaft)
C-690 Checking Scale —
King
Pin Bearing Preload DD-914-P Press — Tapered Roller Bearing Removing
DD-914-9 Reducer Ring — Differential & Pinion Bearings (Use with DD-914-P)
C-3
716 Driver — Differential
Carrier
Bearing C-4142
Gear
Rotating Tool —
Trac-Lok
Differential
**Jeep*
exclusive
tool
Steering
Group
C-3646 Puller, Steering Shaft Arm
Brake
Group
W-172 Puller, Parking Brake Drum
U-12.
STflNDfiRD
AND
RECOMMENDED
TOOLS
Tool
Description
ENGINE
W-292
Tester — Cooling
System
Thermostat
C-119 Indicator — Cylinder Bore C-385 Compressor — Piston Ring
C-647 Fixture — Spring Testing
C-823
Hone
— Cylinder Bore Refinishing
C-3012 Reamer — Cylinder Ridge
C-3250 Pliers — Radiator fis Heater
Hose
Wire Clamp
C-3411
Gauge — Pressure & Vacuum
C-3422-A Compressor — E-type Valve Spring
C-3501
Hone
— Cylinder
Deglazing
C-3514
Flusher — Cooling
System
C-3886 Fixture — Carburetor Holding C-3896-A Tachometer — Portable
C-3943 Gauge — Compression Checking
C-3952 Torque Wrench, 150
lb-ft.
Swivel Head C-3953 Stand, Engine Repair
C-3959 Light — Ignition Timing
C-4065 Wrench — Oil Filter Removing
C-4080 Tester — Cooling
System
fig
Pressure Cap
ELECTRICAL
40B Hydrometer — Battery Service
W-291 Tester — Instrument
C-3674
Aimers —
Headlight
(Pair)
C-3829 Tester —
Diode
Polarity
C-3888 Tester — Volt-Ampere C-3950 Tester — 12V 60 Amp. Carbon Pile Resistor 361