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E

FUEL
SYSTEM
E-55.
Fuel
Pump
Removal

To
remove the fuel pump from the engine, dis­
connect the inlet and
outlet
fuel lines. Remove the two fuel pump body attaching nuts, lock

washers,
and washers, and pull the fuel pump and gasket free of the engine.
FIG.
E-30
—
FUEL
PUMP—HURRICANE

F4 ENGINE,
EARLY
MODELS
1—
Housing
Cover

2— Air
Dome
Diaphragm

3—
Strainer

4—
Screw
and
Washer

5—
Housing

6—
Cover
Screw
and
Lock
Washers
7—
Main
Diaphragm

8—
Pump
Body

9— Cam
Lever
Return
Spring

10— Pin
Retainer

11— Cam
Lever

12— Cam
Lever
Pin

13—
Lever
Seal
Shaft
Plug
E-56.
Fuel
Pump
Disassembly

Note:
The fuel pump is serviced with a repair kit.

Individual
service parts are also available. The
valves are not replaceable but are serviced as part of the valve housing.

a.
Before disassembly of the fuel pump,
mark
the
three castings (see Fig. E-30) to ensure positioning

in
the same relation upon assembly. b. Remove the inlet and
outlet
fuel fittings from
the pump.
c. Remove the screws and washers and separate the housing from the pump body.

d.
Remove cover screws and lock washers and
then remove housing cover,
dome
diaphragm and

strainer.

e.
Remove cam lever return spring and lever seal
shaft plug.
f. Remove retainer pin, cam lever pin and cam
lever.
g. Remove main diaphragm.

Note:
Do not remove valves from housing as they

are
serviced with the housing.

Note:
The oil seal (at top of spring in diaphragm
assembly) seals the spring side of the fuel
dia­

phragm
from the crankcase. Any deposit, in
excess

of a few drops, of oil on the diaphragm, indicates
leakage past the oil seal. Be sure the seat for the
seal
in the pump body is clean and smooth.

E-57.
Fuel
Pump
Cleaning
and
Inspection

Caution:
Do not immerse valves or diaphragm in
-cleaning solvent; wipe clean.

Clean
all metal parts of the fuel pump in solvent.
Brush
with a stiff-bristled brush. Dry with com­
pressed air.
Check
all parts to see that they are not

cracked
or broken and that the screw threads are
not damaged.

E-58.
Fuel
Pump
Reassembly

a.
Position the new main diaphragm on pump body
and
hold it in position while installing cam lever

in
position.
b.
Install
cam lever pin, pin retainer and lever

seal
shaft plug.
c.
Install
cam lever return spring.

d.
Position strainer, air
dome
diaphragm and hous­
ing cover on housing and secure with screw and
lock
washers.

e.
Position housing on pump body and secure with screw and washers.
First
start all screws one or
two turns:
Then
tighten the screws alternately and
securely.

Note:
Before placing housing on pump body
note

position of align marks made before disassembly.
f.
Install
the fuel inlet and
outlet
fittings.

Note:
Lubricate
forked end of cam lever and cam
lever pin.

Caution:
Do not overtighten screw. 128

'Jeep9
UNIVERSAL
SERIES
SERVICE
MANUAL

E-59.
Fuel
Pump Installation

a.
Make certain mating surfaces of fuel pump and
engine
cylinder case are clean. Cement a new gasket
to mounting
flange
of fuel pump.
b. Position fuel pump on cylinder block, so that

cam
lever of pump rests on fuel pump cam of cam­
shaft. Secure pump to block with two cap screws

and
lock washers.
c. Connect intake and
outlet
fuel lines to fuel
pump.

E-60.
FUEL
PUMP
(SINGLE-ACTION)
—
HURRICANE
F4
ENGINE
•
Late
Models.

The
Hurricane F4
engine
is equipped with a single-
action fuel pump (Fig.
E-31).
The fuel pump cam lever is activated by an eccentric on the
engine

camshaft. When the carburetor float
needle
valve
closes, accumulation of fuel in the pump
extends

the diaphragm spring.
This
action causes the rocker

arm
linkage to
become
inoperative until the pres­
sure on the diaphragm and spring is reduced. The fuel pump discharge pressure is thus controlled by
the diaphragm spring.
This
provides a steady sup­ ply of fuel to the carburetor at a fairly constant
pressure.

E-61.
Fuel
Pump Removal

To
remove the fuel pump from the
engine,
dis­
connect the inlet and
outlet
fuel lines. Remove
the two fuel pump
body
attaching nuts, lock washers, and washers, and pull the fuel pump and
gasket free of the
engine.

E-62.
Fuel
Pump Disassembly

Note:
The fuel pump is serviced with a repair kit.

Individual
service parts are also available. The
valves are not replaceable but are serviced as part
of the valve housing.

•
Refer to Fig. E-32.

a.
Remove filter bail assembly, bowl,
element,

spring,
and gasket from filter cover. b.
File
a locating
mark
on the
edges
of the valve
housing and the pump body. Remove the six at-

14280
FIG.
E-32—FUEL
PUMp—

HURRICANE F4 ENGINE,
LATE
MODELS

12988

FIG.
E-31—FUEL
.PUMP-

HURRICANE F4 ENGINE,
LATE
MODELS 1—
Bail

2—
Bowl

3—
Spring

4—
Filter
5—
Gasket

6— Pump Body 7—
Gasket

8—
Valve
Assembly 9— Screws 10—
Valve
Housing
11—
Valve
Assembly
12— Screws
13—
Diaphragm
and Oil Seal 14— Pump Body
15—
Cam
Lever
Spring 16—
Cam
Lever

17—
Gasket

18—
Cam
Lever
Pin and Plug 129

E

FUEL
SYSTEM
taching screws and valve housing from the fuel
pump body.

c.
Remove the two screws in the valve housing
and
separate the filter cover and air
dome
dia­
phragm.

d.
Remove the cam lever return spring, plug,
cam
lever pin, and cam lever from the pump body.

Tap
the cam lever pin out of body, using a drift
inserted through the small
hole
in the pump body.
e. Remove diaphragm from pump body.
f. Under normal service, the pump may be cleaned without further disassembly.

Note:
The oil seal (at top of spring in diaphragm
assembly) seals the spring side of the fuel
dia­
phragm
from the crankcase. Any deposit, in
excess

of a few drops, of oil on the diaphragm indicates leakage past the oil seal. Be sure the seat for the

seal
in the pump body is clean and smooth.

E-63.
Fuel
Pump Cleaning and Inspection

Caution:
Do not immerse valves or diaphragm
in
cleaning solvent; wipe clean.

Clean
all metal parts of the fuel pump in solvent.
Brush
with a stiff-bristled
brush.
Dry with com­
pressed
air.
Check
all parts to see that they are not
cracked
or broken and that the screw threads are
not damaged.

E-64.
Fuel
Pump Reassembly
•
Refer to Fig. E-32.

a.
Assemble the valve housing and filter cover, using a new air
dome
diaphragm. The opening

in
the air
dome
diaphragm is located over the
intake
valve. The filter cover is positioned cor­
rectly
when the inlet passage in the cover aligns

with
the inlet valve. Tighten the attaching screws
alternately and securely.

b.
Lubricate
diaphragm assembly shaft, around

oil
seal, with
engine
oil. Position diaphragm as­ sembly on valve housing and thread all the attach­ ing screws through diaphragm.
(This
helps avoid
damage to the screw
holes
in diaphragm.)

c.
Place diaphragm assembly and valve housing
in
position on pump body (align marks made
before disassembly).
First
start all screws one

or
two threads; then tighten the screws alternately

and
securely.

d.
Lubricate
forked end of cam lever, pin bore
of body, and corresponding
hole
in lever, and the
pin
itself with
engine
oil.

Note:
Forked
end of lever
goes
around diaphragm
shaft. Be sure
loose
bumper washer on diaphragm shaft is on top of lever and
between
lever and fixed
washer
on shaft.
e.
Install
lever and pin. To install pin, use a drift
and
tap pin into the
hole
in the body until it hits
the
stop
on the
bottom
of the hole;
move
the lever while tapping, to align
hole
in lever with the pin;
then install plug.
Install
lever return spring.
f.
Install
a new filter bowl gasket in filter cover.
Place
bail
assembly in ears on cover and swing
to one side.
Install
spring and new filter element in
bowl and install bowl on pump. Position
bail
as­
sembly under bowl; tighten retainer screw.

Caution:
Do not overtighten screw.

E-65.
Fuel
Pump Installation

a.
Make certain mating surfaces of fuel pump and

engine
cylinder case are clean. Cement a new gasket to mounting flange of fuel pump.

b.
Position fuel pump on cylinder block, so that

cam
lever of pump rests on fuel pump cam of cam­
shaft. Secure pump to block with two cap screws
and
lock washers. Torque
bolts
13 to 17 lb-ft. [1,8
a
2,3 kg-m.].

c.
Connect intake and
outlet
fuel lines to fuel
pump.

E-66.
Fuel
Pump Testing

Whenever
the fuel pump is to be checked for pres­

sure
or volume, follow the procedure outline in

Par.
C-23 of this manual.
Fuel
pump pressure is
important
for low pressure
will
seriously affect en­

gine
operation and high pressure can cause exces­
sive fuel consumption and flooding of the carbure­
tor.
Should there be any doubt of normal opera­
tion, check the procedure as outlined in Par. C-23.
In
addition to proper fuel pressure, volume of the
pump is also important. When testing for proper
pump pressure, be certain to also
test
for volume
as the pump may build up sufficient pressure, but
fail
to produce sufficient volume.

E-67. FUEL
PUMP
—
DAUNTLESS
V-6
ENGINE

Jeep vehicles equipped with the Dauntless V6-225

engine
have a special fuel pump which has a metering
outlet
for a vapor return system. Any

vapor
which forms is returned to the fuel tank
along with hot fuel through a separate line along­
side the fuel supply line.
This
greatly reduces any
FIG.
E-33—FUEL PUMP—DAUNTLESS V-6 ENGINE
1
—Fuel
Outlet 2—Vapor
Return
3—Fuel
Inlet

130

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

E
possibility of vapor lock by keeping cool fuel from
the tank constantly circulating through the fuel
pump.

Fuel
pump pressure at carburetor (inlet) on Daunt­
less
V6-225
engine
should be 3% lbs.
[0,264
kgm-cm2] minimum at idle with the vapor return
hose

squeezed off. With the vapor return
hose
open
pump pressure should be 2j^ lbs. [0,176 kg-cm2]
minimum.

The
Dauntless V-6
engine
is equipped with a sealed

unit,
non-repairable, single-action fuel pump (Fig.

E-33).

Note:
All Dauntless V-6
engines
are equipped with

a
throw-away can-type gasoline filter installed in
the fuel line
between
the fuel pump and the
car­
buretor.
This
unit must be replaced every
12,000
miles
[19.200
km.] of vehicle operation.

E-68.
Fuel
Pump Removal

To
remove the fuel pump from the Dauntless V-6
engine, disconnect the fuel inlet, fuel
outlet
and fuel return lines from the pump. Remove the two
fuel pump body attaching cap screws and lock

washers.
Pull
the fuel filter bracket free and remove the pump and gasket. Discard pump and gasket.
Install
new pump in reverse procedure of removal.

E-69.
AIR
CLEANER

Servicing
of the air cleaner is properly taken care of as part of the periodic lubrication and servicing of the vehicle. For this reason, air cleaner servicing
information is given in the Lubrication Section.

Refer
to and follow the instructions given there.

E-70. ACCELERATOR LINKAGE
The
accelerator linkage is properly adjusted when
the vehicle leaves the factory. However, in time
components parts
will
become
worn and require re­
adjustment to maintain a smooth even control of
engine
speed. On Models equipped with F4
engines

the adjustment is made at the adjusting block,

Fig.
E-34. Loosen the lock nuts, and adjust the length of the accelerator rod so that when the
car­

buretor throttle valve is wide open the accelerator
treadle
will
just strike the toe board. After correct
adjustment is made tighten both lock nuts firmly.
To
adjust the accelerator linkage on V6
engines

loosen
the lock nuts securing the accelerator rod
housing to its securing bracket and adjust the length
of the accelerator rod so that when the carburetor throttle valve is wide open the accelerator treadle

will
just strike the toe board. After correct adjust­
ment is made, tighten lock nut firmly, see Fig. E-35 for Dauntless V-6 engine.

E-71. FUEL
TANK
AND
FUEL LINES
The
following paragraphs (E-70 through E-73) describe the removal, installation and services to
be performed when replacing the fuel tank or
servicing
the fuel system.

FIG.
E-34—ACCELERATOR LINKAGE,
F4
ENGINE
1—
Grommet

2— Nut and Lockwasher

3—
Throttle
Control
4—
Choke
Control 5—
Treadle
Rod Seal
6—
Accelerator
Treadle
7—
Treadle
Hinge Pin
8—
Treadle
Hinge 9— Nut and Lockwasher
10—
Screw

11—
Accelerator
Rod
12— Nut
13—
Adjusting
Block
14—
Retracting
Spring
15—
Cotter
Pin
16—
Lower
Beilcrank
17—
Washer

18—
Beilcrank
Link
Rod
19—
Bracket

20—
Throttle
Wire
Stop
21—
Beilcrank
Spring
22—
Rod

23—
Upper
Beilcrank
24—
Wesher
10731
131

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

E
portant that
these
lines are not accidentally re­
versed.

When
installing the fuel tank on late model vehicles, position the tank
between
the frame
rail

to allow space to connect the fuel line(s), vent
hose

and
sending unit wire. After connecting
these
items, align and secure tank to frame brackets.
Position filler
hose
on tank filler neck and tighten
hose
clamp.
Fill
tank with fuel and check for leaks.

When
installing the fuel tank on early model vehicles, reverse the order of removal as given in

Par.
E-73.

E-75.
Fuel
Tank
Cap

A
surge pressure type fuel tank filler cap is used on

all
models.
This
is necessary to prevent fuel leakage
from
the cap vent opening when the vehicle is on a
side slope. Two spring loaded relief valves which
open when venting is required are built into the
cap.
Should the pressure valve
fail
to open, pressure
in
the tank may force fuel by the carburetor inlet
valve causing flooding.
Failure
of the vacuum valve may prevent flow of fuel to the carburetor. Should
the valves
fail
to vent install a new cap.

Note:
Vehicles having a
Fuel
Evaporative
Emis­

sion System are equipped with a non-vent sealed gas cap. The sealed cap is designed to allow no
vapors to discharge to the atmosphere. No other type of cap is to be used on vehicles having this
type system.

E-76.
Fuel
Gauge Float Unit

The
fuel tank
gauge
float unit is mounted in the top
of the fuel tank and consists of a housing enclosing
a
rheostat that is actuated by the float arm, and a
float
which
moves
with the fuel level in the tank.
On
V-6 and current production F4
engine
equipped vehicles, the fuel
outlet
pipe is integral with the
float
unit.
The fuel
outlet
pipe has a mesh filter on the inner end.

Note:
Under no circumstances should a fuel tank

gauge
be installed without a mesh filter element.

The
filter,
outlet
pipe, and float unit are locked as

an
assembly to the top of the fuel tank. To remove,

turn
the lock plate that secures the float unit
assembly.

E-77.
Fuel
Lines

Check
lines and connections occasionally for leaks,
and
for severe kinks that might restrict the flow of
fuel. If an excessive amount of
dirt
is found in the
carburetor
or fuel pump, the fuel tank should be
drained
and the fuel lines blown out with com­
pressed air.

All
rubber fuel lines and their respective clamps should be checked occasionally to be certain they
are
correctly positioned and not leaking. 133

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

F EXHAUST SYSTEM

Contents

SUBJECT
PAR.

GENERAL
.F-l Dauntless V-6 Engine Exhaust System....
F-3

Hurricane
F4 Engine Exhaust System....
F-2

MAINTENANCE
REQUIREMENTS
F-4

EXHAUST SYSTEM SERVICING
F-5
SUBJECT
PAR.

Exhaust
Manifold Installation. .F-6
Exhaust
Pipe(s) Replacement F-8

Heat
Control Valve Replacement F-7

Muffler
Replacement F-9
Tail
Pipe Replacement F-10

EXHAUST SYSTEM SPECIFICATIONS.
.
F-11

F-L
GENERAL
The
major components of the exhaust system (Figs.
F-l,
F-2 and F-3) are the exhaust manifold(s), ex­
haust pipe(s), muffler and tail pipe. Differences in
the exhaust system occur depending on whether the vehicle is equipped with the Hurricane F4 or
Dauntless V-6 engine.

Note:
For service information on exhaust emission
control systems, refer to Section Fl and F2 of this

manual.
F-2. Hurricane
F4 Engine Exhaust System

On
the Hurricane F4 engine, the exhaust and in­
take manifolds are separate units. The intake mani­
fold is cast as an integral part of the cylinder head

and
is completely water jacketed.
This
construction

transfers
heat from the cooling system to the in­
take riser and assists in vaporizing the fuel when
the
engine
is cold.

With
this construction, there is no heat control
valve on the
engine
and the only function of the exhaust manifold is to gather and direct the exhaust
FIG.
F-l—HURRICANE F4 ENGINE EXHAUST
SYSTEM
—
EARLY
MODEL
1—
Exhaust
Pipe
2—
Clamp

3—
Exhaust
Pipe Extension
4—
Clamp

5— Tail
Pipe 6—
Muffler
7—
Clamp

8—
Support
Strap

9—Bolt

10—Support
Strap
11—Bracket

12—
Insulator

13—
Bracket

14—
Nut
and
Lockwasher
15—
Washer

16—Bolt

17—
Gasket

18—
Bolt
19— Nut
137

F

EXHAUST
SYSTEM
12844

FIG.
F-2—DAUNTLESS
V-6
ENGINE
EXHAUST
SYSTEM
—
EARLY
MODEL
1—
Right
Exhaust
Pipe
19—Lockwasher

2—Tall
Pipe 20—Bolt

3—
Bolt
21—Bracket

4—
Bolt
22—Insulator

5—
Muffler
23—Nut 6—
Exhaust
Pipe
Extension
24—Bolt
7—
Crossover
Exhaust
Pipe
25—Clamp

8—
Bracket
26—U-Bolt 9—
Lockwasher
27—Saddle

10—
Nut
28—U-Bolt
11—
Saddle
29—Saddle

12—
Washer
30—Insulator

13—Bolt
31—U-Bolt
14—
Bracket
32—Nut

15—
Reinforcement
3
3—Lockwasher

16—
Nut
34—U-Bolt

17—
Lockwasher
35—Saddle

18—
Nut

gases
into the exhaust pipe.

When
assembling the manifold, to the cylinder
block
(Fig.
F-4)
new gaskets should be installed
and
the nuts drawn up evenly until they are tight
to avoid leakage. Torque manifold nuts to 29-35 lb-ft [4,0 a 4,84 kg-m.].

F-3.
Dauntless
¥-6
Engine
Exhaust System

Each
of two cylinder banks of a Dauntless V-6 engine has an exhaust manifold. On late production engines the right exhaust manifold is equipped

with
a heat collector manifold which supplies heated air to the air cleaner. See Fig. F-5.
Each
cylinder
exhausts through its own individual port
into a branch of its exhaust manifold. These
branches
conduct exhaust
gases
into the main mani­
fold branch which connects the exhaust pipe to
the muffler. A thermally-actuated heat control valve is located at the
rear
of the right exhaust

manifold.
This
valve has a bimetal thermostatic
spring
which holds it closed when the engine is

cold.

In
closed position, the valve deflects exhaust
gases

upward
through a passage in the intake manifold to the left exhaust manifold.
This
aids in vaporizing

fuel,
speeds
engine warm-up, and reduces oil
dilution.

Since
the valve plate is offset-mounted, the valve

will
be forced partially open at higher engine speed
and
load.
This
prevents excessive back pressure. 138

F
EXHAUST SYSTEM

FIG.
F-4—EXHAUST MANIFOLD-HURRICANE
F4
ENGINE

1—
Stud
Nut
2—
End
Gasket
3—
Stud

4—
Manifold
5—
Center
Gasket
6—
Stud

7—
Gasket

F-5.
EXHAUST SYSTEM SERVICING
The
following paragraphs (F-6 through F-10)
describe the service that may be performed on the
exhaust system on the 'Jeep' vehicles.

F-6.
Exhaust Manifold Installation

When
assembling the exhaust manifold to the cylin­ der block on the F4 engine, install a new gasket. Before installing the manifold, have the mating
sur­

faces clean and smooth. If stud threads on the
Hur­

ricane
F4
engine
are damaged, correct the condition

with
a thread die or replace the studs.

When
installing the exhaust manifold, there should
be no bind
between
the manifold studs and stud
holes. Where such a condition is experienced, the stud
hole
at either end of the manifold must be
enlarged only enough to relieve the binding con­
dition.

Torque
exhaust manifold attaching nuts 29 to 35 lb-ft. [4,0 a 4,8 kg-m.] on F4-134 engine, 15 to 20
lb-ft. [2,1 a 2,8 kg-m.] on V-6
engine
(as described

in
Par. C-5).
F-7.
Heat
Control Valve Replacement

Refer
to Par. F-3.

FIG.
F-5—EXHAUST MANIFOLD
-
LEFT
SIDE
V6
ENGINE
1—
Manifold

2—
Manifold
Heat Collector
J666S

14287

FIG.
F-6—HEAT CONTROL
VALVE
DAUNTLESS
V6
ENGINE
1— Weight
Forward
— Valve Open
2— Weight
Vertical
— Valve Closed 140

Fl
EXHAUST EMISSION CONTROL SYSTEMS

12793

FIG.
Fl-1—HURRICANE
F4-134
ENGINE EXHAUST EMISSION CONTROL SYSTEM
1—
Anti-Backfire
Diverter
Valve

2— Air
Pump

3—
Pump
Air
Filter
Injection
Tube(s)
(Inside
Manifold)

5—Air
Delivery
Manifold
6—
Check
Valve
Ignition
timing must be set at 0 or at top dead
center.

Fl-10.
Exhaust Manifold

The
exhaust manifold is provided with a
boss
that is drilled and tapped at each cylinder to accept the

air
delivery manifold and injection tubes.

Fl-11.
MAINTENANCE

Efficient
performance of the exhaust emission con­
trol
system is dependent upon precise maintenance.
In
addition to the air pump and connecting
hoses

and
tubes, this system's efficiency is dependent
upon special carburetor calibration, distributor cen­

trifugal
advance curve and ignition timing setting

which
must be adjusted at 0 or top dead center.

Road
test
is a factory recommended optional serv­ ice every
6,000
miles
[9,600
km.] to evaluate over­

all
performance.

The
following procedure is recommended to assist
in
diagnosing performance and/or emission level
problems that are peculiar to
Exhaust
Emission

Control
System equipped vehicles.

Fl-12.
Carburetor

Check
carburetor number for proper application. (Specifications are listed at the end of this section)

Check
the dash pot and adjust as required.

Proper
carburetor idle mixture adjustment is im­
perative for
best
exhaust emission control.
The
idle adjustment should be made with the en­
gine
at normal operating temperature and air
cleaner
in place. Adjust the throttle
stop
screw to
idle the
engine
at specified RPM. All lights and accessories must be turned off.

Fl-13.
Carburetor
Idle
Setting
NOTE:
The idle mixture adjustment procedure for
the late model
YF-4941S
and
YF-6115S
Carter
Carburetor
equipped with the
External
Idle
Mix­

ture
Limiter
Cap is the same as outlined below
in
Pars.
"A"
through
"D";
however, because of the

Idle
Limiter
Cap,
the idle mixture screw
CANNOT

be adjusted in the counter-clockwise
(rich)
direc­
tion. The adjustment is made from the
rich
stop
position and the mixture screw is turned in (clock­
wise) approximately %
turn
to "Lean Best
Idle."
Refer
to Section E, Fig. E-6.

The
"Lean
Best
Idle"
method of idle setting is as follows:

a.
Any scheduled service of ignition system should
precede this adjustment. 144

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

Fl
b. Connect tachometer to
engine.

c.
Warm
up
engine
and stabilize temperatures.

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

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

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

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

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

Fl-14.
Distributor

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

0°
or
TDC.

Fl-15.
Anti-iackfire
Diverter Valve

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

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

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

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

Fl-16.
Check Valve

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

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

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

Fl-17.
Air
Pump

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

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

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

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

running,
air discharge should be
felt
at the pump

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

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

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

Fl-18.
Carburetor
Air
Cleaner

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

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

below
32 F. Wash filter
element
in kerosene and

drain.
Reassemble the air cleaner.

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

Fl-19.
REMOVAL
PROCEDURES

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

Control
System and the required equipment
needed.

Fl-20.
Air
Pump

Loosen
the air pump adjusting strap to facilitate

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

Fl-21.
Anti-Backfire
Diverter Valve

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

Fl-22.
Air
Distribution
Manifold
and
Injection Tubes

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

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

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

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

Note:
Two different length injection
tubes
are used.

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