auxiliary battery JEEP CJ 1953 Service Manual
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Page 174 of 376
H
ELECTRICAL
SYSTEM
the condenser. Replace the condenser. If there is
no jump to full voltage, overhaul or replace the
distributor.
k.
With the points closed, connect the voltmeter
from
a clean, paint-free
post
on the distributor
body to the negative
post
of the battery. The volt
age drop should be practically zero, a hardly
readable deflection on the voltmeter. If the volt meter registers a
voltage
drop, perform the checks
in
steps
1
and m following.
I.
Check
for
voltage
drop in the battery ground
cable.
Clean
the battery
post,
cable terminals, and contact surface on the bellhousing, or on body if
a
noticeable deflection of the voltmeter occurs,
m.
Check
for any
voltage
drop
between
the dis
tributor
body and a clean, paint-free
spot
on the
cylinder
block. If there is any
voltage
drop, remove
the distributor and clean the mounting surfaces of
distributor
body and cylinder block.
H-5.
SECONDARY
CIRCUIT
If
satisfactory ignition is not obtainable with cor
rect
point gap and tension; satisfactory condenser;
sufficient primary voltage; and correctly cleaned, gapped, and installed spark plugs; the secondary
circiut
should be investigated.
a.
Test the coil.
Bring
the coil up to operating
temperature using the coil heat feature of a coil tester, if available. Refer to the coil tester manu
facturer's
instructions for specific hook-ups for
performing the checks given in
steps
b, c, and d following.
b. Connect the positive lead of the tester to the
battery terminal of the coil primary winding.
Con
nect the tester ground lead to the coil tower. Mea
sure
the resistance of the secondary winding. If the
resistance is more than
20,000
ohms, a fault in the
secondary winding is indicated.
c.
Check
for a grounded secondary by touching the tester ground lead to the coil cover. If resistance
is not over
100,000
ohms, the secondary is grounded
to the cover.
d.
If the secondary winding is satisfactory, mea
sure
the primary current draw in accordance with
the instructions of the
test
equipment manu
facturer.
e.
Check
the secondary circuit for leakage. With the coil primary in the circuit with the breaker unit of the tester, connect a long, high-tension
test
lead
to the coil tower.
Check
the secondary circuit for
leakage by performing the checks given in
steps
f. g, h, and i following.
Note:
In the following
tests,
a slight sparking and
meter deflection
will
usually be
seen
just as contact
is made.
This
is caused by capacitance and
does
not
indicate defective insulation.
f.
Check
distributor cap. Remove the coil lead from the cap and touch the
test
lead to the center contact
inside the cap. If the meter reading drops when the contact is touched or if sparking is seen, a leakage
path is present
between
the center contact and one
of the plug towers.
This
leakage path
will
be in the
form
of a
crack
or carbon track in the cap. Discon nect the spark plug wires from the cap one at a
time and
test
each plug contact with the high-
voltage
lead and with all other plug wires con
nected. Any sparking or meter drop indicates that
a
leakage path exists
between
that particular con
tact and an adjacent one. Testing the adjacent contacts
will
determine which pair is at fault,
g-
Check
distributor rotor. Touch the
test
lead to
the spring contact in the center of the distributor
rotor.
Any leakage in the rotor insulation
between
the contact and the shaft
will
cause a drop in the meter reading and usually sparking
will
be seen.
h.
Check
spark plug wires. Disconnect the spark
plug wires from the plugs and
test
the plug terminal of each. The meter reading should not drop below
the open secondary value (value before making contact). If it
does
or if a large spark occurs when
the
test
lead and the plug wire are separated, there
is a break in the insulation on that wire.
i.
Check
the coil tower insulation. Remove the
high-tension
test
lead from the coil tower and touch
the ground lead of the coil tester to several points
around
the base of the tower. Any sparking or deflection of the meter indicates a leakage path in
the tower insulation.
H-6.
Alternator Charging System
All
Jeep
Universal
Series vehicles have, as standard
equipment a 35-amp., 12-volt, negative ground
alternator and a transistorized
voltage
regulator.
For
repairing the alternator, many of its major components are furnished as complete assemblies
including:
complete brush assembly which requires no soldering or unsoldering of leads; two complete
rectifying
diode
assemblies which eliminate the need for removing and replacing individual diodes;
a
complete 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 out
put current is determined by the battery electrical
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-7.
Starting System
The
operation of the starter motor is controlled by
the ignition switch. The starter is made up of a
frame,
field coil, armature, and brushes.
The
starter solenoid electrically
closes
the circuit
between
the battery and the starter motor. When the ignition key is turned to its extreme right, the
solenoid is energized and
closes
the battery-to- starter-motor circuit.
Note:
All Jeep Universal Series vehicles have the
starter
solenoid switch secured to the starter motor
assembly. The Hurricane F4 and Dauntless V-6
engine
Prestolite starter drive is of the inertia type
(rexr
continued on
page
176) 174
Page 177 of 376
'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
Page 178 of 376
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
Page 179 of 376
'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
Page 180 of 376
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
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 196 of 376
H
ELECTRICAL
SYSTEM DC
ammeter — 0 to 60 ampere
DC
ammeter — 0 to 5 ampere
DC
voltmeter — 0 to 16 volt
Rheostat — 40 ohm capable of
handling
3 amps.
Carbon
Pile — 45 amperes
b.
Diode Rectifier Tester C-3829.
c.
12-volt DC
test
lamp.
d.
Ohmmeter of any commercial type is not absolutely necessary but can be helpful.
H-69.
Isolation Diode
Check
With
the ignition key in the off position the correct voltage at the auxiliary terminal is zero volts. If
voltage measured at auxiliary terminal is the same as voltage at output terminal, the isolation diode
is shorted. In most cases, the charge indicator lamp
would be glowing with the ignition off if the isola tion diode were shorted. Refer to Fig. H-23.
GREEN
DC
VOLTS
13401
FIG.
H-23—ISOLATION DIODE
TEST-
SHORTED DIODE
With
the engine running the correct voltage at the
auxiliary
terminal is 15.4 volts and at output ter
minal
is 14.4 volts. If voltage of auxiliary terminal
is 15.4 volts, while at output terminal it is 12 volts
or
battery voltage, the isolation diode is open. In
most cases, this would be indicated by the charge
GREEN
TO
CHARGE
INDICATOR
LAMP1
15.4
VOLTS BLACK
VOLT
REG DC
VOLTS
BATTERY
DC
VOLTS
FIG.
H-24—ISOLATION DIODE
TEST-
OPEN DIODE
indicator
lamp glowing when the engine is running.
Refer
to Fig. H-24.
If
the isolation diode is shorted or open, the heat
sink
and diode should be replaced as an assembly.
At
the time of manufacture, the diode is pressed into the heat sink and the complete assembly is in
sulated from the alternator housing.
H-70.
Alternator Output Test
This
test
excludes the regulator from the alternator
system, thereby isolating the problem to either the regulator or alternator. Disconnect field and voltage regulator plug and
connect jumper from auxiliary terminal to field
terminal.
Start
engine and run at idle. Refer to
Fig.
H-25.
DC
VOLTS
13403
FIG.
H-25—ALTERNATOR OUTPUT
TEST
If
voltage at auxiliary terminal rises to 15 or 16
volts now, when it did not with voltage regulator
connected, then defect is in regulator and it should
be replaced. If voltage
does
not rise at auxiliary
terminal,
defect is in alternator stator or rectifier diodes, if field circuit checked out properly. For
defects
in stator or diodes, remove alternator from vehicle.
If
rated current output is obtained with at least 13
volts but less than 15 volts at the output terminal,
the alternator is functioning properly.
Caution:
Do not exceed rated current output of
alternator
by increasing load on alternator.
If
rated
current
output cannot be obtained, proceed
with
the
tests
and checks given in the following
paragraphs
and isolate the cause.
Note: The system is designed to produce slightly
more output at low operating temperatures and less
at higher temperatures to accommodate the
varying
demands of electrical power normally consumed at
these
temperatures.
H-71.
Regulator Test
The
regulator should be checked with an alternator
that is functioning properly. If the alternator is questionable, perform the Alternator Output Test
(Par
H-70) which excludes the regulator from the
charging
system and, therefore,
tests
the condition
of the alternator alone. 196
Page 202 of 376
H
ELECTRICAL
SYSTEM
FIG.
H-38—WIRE
COLOR CODE
AND
LOCATIONS
FOR
ALTERNATOR HOOK-UP
1— Regulator (Auxiliary)
Terminal
(Cable —
Grey)
2— Output
Terminal:
(Red)
3—
Regulator
Terminal
(Cable —
Grey)
4—
Ground
Terminal
(Cable — Black-White
Tracer)
5—
Field
Terminal
(Cable — Green-White
Tracer)
6—
Ground
(Optional)
Terminal
(Cable — Black-White
Tracer)
REAR
VIEW
35
AMP.
ALTERNATOR
REAR
VIEW
40
& 55 AMP.
ALTERNATOR
given in Par. H-78, adjusting the fan belt to its
proper tension after the alternator is mounted, as described in Par. C-27. Wires should be connected
as shown in Fig. H-38.
When
the vehicle is equipped with a radio, a .55
mfd. capacitor is required on the alternator. Mount
the capacitor strap to a ground terminal and con
nect the lead to the output terminal.
H-88.
STARTING
SYSTEM
SERVICE
H-89.
Ignition
Switch
The
ignition switch serves both to energize the
ignition system and
engage
the starter switch.
The
ignition switch has four positions: (1) AC
CESSORY,
(2)
LOCK,
(3) ON, and (4)
START. The
key must be in the switch to turn it to any position other than
LOCK,
and the key can be
removed only in the
LOCK
position.
In "ACC",
a connection is made from the battery
terminal
to the accessory terminal of the switch to
allow accessories such as the radio, blower and/or
windshield wiper to be operated with the ignition, fuel
gauge
and indicator light circuits off.
In "LOCK",
no accessory supplied through the
ignition switch can be operated. Also, the ballast
resistor (V-6
engine
only) circuit to the ignition
coil
(IGN) is grounded.
In
"ON", a connection is made from the battery
terminal
to the accessory terminal so that all
ignition switch supplied accessories can be operated. Also the battery is connected to the ballast resistor
(V-6
engine
only) leading to the ignition coil
(IGN).
From
this same terminal, a lead
into
the
instrument cluster energizes the fuel
gauge
and
indicator lights.
In "START",
all ignition switch supplied acces
sories are temporarily disconnected. A connection is made to the starter solenoid lead. The charge
and
oil indicator lamps
will
light until the
engine
is started.
H-90.
Ignition
Switch
Removal
a.
Remove the bezel nut and pull back the main
switch body.
Lower
the switch
body
from under the instrument panel so that the wiring harness plug
can
be removed from the prong connection,
b. If the lock cylinder is to be removed, turn the
ignition key to the right and insert a short
piece
of wire or end of a paper clip
into
the lock release
hole
in the switch body. Pressing on the lock
cyl
inder retainer
will
allow the cylinder to be removed.
H-91.
Ignition
Switch
Installation
Before installing the lock cylinder
into
the main
switch body,
note
the position of the lock cylinder
retainer.
a.
Place the lock cylinder
into
the main switch
body
with the highest part of the lock cylinder
retainer in line with the lock release
hole
in the
main
switch body.
b. Compress the lock cylinder retainer so that the
lock cylinder can be installed all the way
into
the
main
switch
body
or until the retainer can be
seen
through the pin hole.
c.
Install
wiring harness plug
onto
switch
body
prong connection.
d.
Install
this main switch
body
into
the instru
ment panel opening from the
rear.
e. To make sure that the switch is in its correct position, install the ignition key in the off position.
Then
turn the switch
body
until the key is straight
up and down. Remove the key, install the bezel
nut and secure.
H-92.
PRESTOLITE
STARTING
MOTOR
DAUNTLESS
V-6 and
HURRICANE
F4
ENGINE
The
Prestolite starting motor on the V6
engine
is
similar
in construction (with exception of pinion housings) to the starting motor installed on F4
engines.
The
starter solenoid switch is bolted to the starter
frame.
The
starter is equipped with
sealed-type
absorbent
bronze bearings and no lubricant is required. Service procedures for the Prestolite starter are
given in
Pars.
H-93 to H-107. 202
Page 212 of 376
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