checking oil JEEP CJ 1953 Service Manual

B

LUBRICATION
B-2.
Special Lubricants

Special
lubricants are required for certain
lubri­
cation points on the 'Jeep' Universal vehicles. The

special
lubricants are necessary for proper function­ ing and maintenance of the vehicle. The
Lubrica­
tion
Chart
(Fig. B-l and B-2)
designates
the spe­
cial
lubricating points and identifies them by type

or
part number.

B-3.
Applying
Fresh
Lubricant

When
servicing or lubricating the vehicle, it is important that all old lubricant and
dirt
be re­ moved from the fitting and/or plugs before servic­
ing and that the recommended type of lubricant be used for the particular item being serviced.
Force
lubricant through the lube fittings until the lubricant being forced out of the joint is fresh

lubricant,
indicating that all old lubricant has
been removed.

B-4.
Engine
Lubrication
System —
Hurricane
F4 Engine

•
Refer to Fig. B-3.

The
engine
oil pressure system is designed to pro­
vide adequate lubrication to all working parts of
the engine. The gear-type oil pump is driven from
the
engine
camshaft. The pump is provided with a
FIG.
B-3—ENGINE
LUBRICATION
SYSTEM
—

HURRICANE
F4
ENGINE
floating, screened intake that prevents the
circula­

tion of any sediment that might accumulate in the

oil
pan. By means of this pump, the main bearing

journals
and crankpins are efficiently lubricated through an oil gallery and passages in the cylinder
block.
Oil
is forced under pressure to the main bear­
ings and through the cheeks of the crankshaft to
the connecting rod bearings. Oil is also force-fed
to the camshaft bearings, timing gears, and intake valve rocker arms. The oil pressure is controlled by

relief
valve located in the oil pump. The valve is
designed to open when excessive pressure
develops
in
the system, relieving the pressure and returning the
excess
oil to the oil pan. The cylinder walls,
piston pins, and tappets are supplied with oil from
spurt
holes
in the connecting rods. A portion of the oil is continually passed through an oil filter
which
effectively removes any foreign matter sus­ pended in the oil. A flanged section on the
rear
of
the crankshaft acts as an oil slinger and, in com­
bination with the
rear
main bearing upper and lower oil seal, prevents the leakage of oil from the

rear
end of the cylinder block. Leakage of oil from
the front end of the cylinder block is controlled by the crankshaft oil slinger and the front oil seal
installed in the timing gear cover. The oil pressure
indicator
light in the instrument panel and the oil level
gauge
or dip stick in the side of the
engine

provide a means for checking the oil pressure and

oil
level.

B-5.
Oil Pressure Gauge or Indicator
On
early
CJ-3B
vehicles an oil pressure
gauge
is
mounted on the instrument panel.
This
gauge
in­ dicates the oil pressure within the
engine
lubri­

cating system.

On
Models
CJ-5,
CJ-5A,
CJ-6,
CJ-6A,
DJ-5, DJ-6

and
later production vehicles of Model
CJ-3B
a
red
telltale lamp, which operates when the ignition
switch is turned on, is lit when there is insufficient
oil
pressure to properly lubricate the engine. When

it
goes
out, operating pressure is achieved. In
normal
operation, the light is lit when the ignition
is first turned on. It
goes
out after the vehicle is

in
motion.

Failure
of the
gauge
or indicator to register normal
oil
pressure may indicate insufficient supply of oil

in
the
engine
crankcase, low or no oil pump pres­
sure,
or a fault in the
gauge
or indicator electrical

circuit.
The
engine
must be stopped immediately to prevent possible damage to
engine
bearings and
the fault corrected before restarting the engine.

B-6.
Engine
Lubrication
System — Dauntless V-6 Engine

The
engine
lubrication system (Fig. B-4) is the
force
feed
type in which oil is supplied under pres­

sure
to the crankshaft, connecting rods, camshaft bearings and valve lifters. Oil is supplied under con­trolled volume to the rocker arm bearings and push

rods.
All other moving parts are lubricated by gravity flow or splash.

The
supply of oil is
carried
in the oil pan which is filled through a filter opening in the right rocker

arm
cover. A removable oil
gauge
rod on the left side of the crankcase is provided to check oil level.

The
oil pump is located in the timing chain cover 10

c

TUNE-UP

14011

FIG.
C-8—POSITIVE CRANKCASE VENTILATION VALVE
vacuum
hose
and insert a stiff wire into the valve
body and observe whether or not the plunger can be readily moved (Fig. C-8). The valve may be
cleaned, by soaking in a reliable carburetor clean­
ing solution and drying with low pressure dry air.
b.
Hurricane
F4 Engine.

Ventilation
of the
Hurricane
F4
engine
is accom­
plished in the same manner as the Dauntless V-6

engine
described above, the differences being that clean air enters the crankcase through a
hose
con­ nected
between
the top cover of the air cleaner and
the oil filler tube of the engine. The ventilation valve is screwed to a pipe fitting mounted in the
center of the intake manifold
between
number two

and
three cylinder inlet. A
hose
connects the venti­
lation valve to a vapor
dome
on the rocker arm
cover. Service procedures are the same as
those

used on the Dauntless V-6 engine. The valve may be checked for vacuum
pull
by removing the
hose

from
the valve while running the
engine
at fast idle speed and placing a finger on the valve opening to
check the vacuum. (Refer to Fig. C-9).

C-7.
Service
Manifold
Heat
Control
Valve
The
Dauntless V-6
engine
is equipped with a mani­fold heat control valve (Fig. F-6). Test the valve
for free operation. Place a few drops of penetrating

oil
at each end of the shaft where it passes through
the manifold.
Then
move
the valve up and down

a
few times to work the oil into the bushing. When
the
engine
is cold, the valve should be in the closed
position to ensure a fast warm-up of the intake
manifold for better fuel vaporization. When the
valve is closed, the counterweight is in its counter­ clockwise position. As the
engine
warms the coun­
terweight slowly rotates clockwise until the valve is fully open.

C-8.
Check
Valve
Tappet
Clearance
a.
Hurricane
F4 Engine.

With
the
engine
cold, check and adjust the intake
valve to .018"
[0,460
mm.] clearance and the ex­
haust valves to .016" [0,406 mm.] clearance. The
intake valves are adjusted by removing the rocker

arm
cover mounted on the cylinder head.
Turn
the
engine
over until No. 1 cylinder piston is on top
dead center on its compression stroke, then using a
feeler
gauge
check the clearance
between
the valve stem and the toe of the rocker arm. If clearance is

less
or greater than .018"
[0,460
mm.] the valve
must be adjusted by turning the rocker arm nut
clockwise to decrease and counterclockwise to in­ crease the clearance. When No. 1 cylinder intake
valve has been properly set use the same proce­
dures to check and reset, if necessary, the remaining
three cylinder valves. The exhaust valves are ad­ justed by removing the tappet cover located on
the right side of the engine. Place the cylinder to
be adjusted on top dead center (compression stroke) and check the clearance
between
the valve stem and tappet screw with a feeler
gauge.
If the
clearance is
less
or greater than .016" [0,406 mm.]
the valve must be adjusted by loosening the tappet
screw locknut and turning the screw until the proper clearance is obtained, then tighten the lock-
nut.

Note:
Always recheck the valve clearance after
tightening the locknut.
b. Dauntless V-6 Engine.

The
valve tappet clearance of the Dauntless V-6

engine
needs
no adjustment as the lifters are

hydraulic
and require no lash adjustment at time
of assembly or while in service.

C-9.
Check
Engine
Cylinder
Compression
a.
Hurricane
F4 Engine.

To
take the compression readings of the
engine
cylinders
remove all the
spark
plugs and disconnect
the high tension wire from the coil.
With
the throttle and choke open
turn
the
engine
with the

starter
motor while firmly holding the compression
gauge
in the
spark
plug port of the cylinder to be
checked. Allow at least four compression strokes
when checking each cylinder and record the first
and
fourth stroke reading of the
gauge.

When
pressure quickly
comes
up to specified pres­

sure
and is uniform
between
all cylinders within 10 psi. [0,7 kg-cm2] it indicates that the
engine
is
operating normally with satisfactory seating of

rings,
valves, valve timing, etc.
When
pressure is low on the first stroke and builds
up to
less
than specified pressure it indicates com­
pression leakage usually attributable to rings or
valves. To determine which is responsible, pour
Vz
oz. [15 cm3] of tune-up oil into each cylinder.

Allow
a few minutes for the oil to leak down past
the rings and then again
test
compression. If com­
pression pressures improve over the first
test,
the trouble is probably worn piston rings and bores. If
compression pressures do not improve, the trouble
is probably caused by improper valve seating. If
this condition is noticed on only two cylinders that
are adjacent, it indicates that there is a possible gasket leak
between
these
cylinders. If inspection
of the
spark
plugs from
these
cylinders disclosed
fouling or surface cracking of electrodes, gasket leakage is probable.

When
pressure is higher than normal it indicates
that carbon
deposits
in the combustion chamber have reduced the side of the chamber enough to
give
the
effect
of a raised compression ratio.
This

will
usually cause a pinging sound in the
engine
when under load that cannot be satisfactorily cor­rected by timing. The carbon must be cleaned out
of the
engine
cylinders to correct this trouble.

Reinstall
the
spark
plugs. Torque with a wrench
to proper setting.

Advise
the vehicle owner if compression is not satisfactory. 24

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

COMPRESSION PRESSURE LIMIT CHART

Maximum
Pressure
Minimum

Pressure
Maximum

Pressure
Minimum

Pressure

psi.
kg-cm2
psi.
kg-cm2
psi.

kg-cm2

psi.

kg-cm2

134 9,42 101 7,10
188
13,22 141
9,91
136 9,56 102 7,17 190
13,36 142
9,98
138 9,70 104 7,31 192
13,50 144 10,12
140 9,84 105 7,38 194
13,64 145
10,19
142 9,98 107 7,52 196
13,78 147 10,33
144 10,12 108 7,59 198
13,92
148 10,40
146 10,26 110 7,73 200
14,06 150 10,55
148 10,40 111 7,80
202
14,20 151
10,62
150 10,55 113 7,94 204
14,34 153
10,76
152 10,68 114 8,01 206
14,48 154 10,83
154 10,83
115 8,08 208
14,62 156
10,97
156 10,97 117 8,23
210
14,76 157 11,04
158 11,11 118 8,30 212
14,90
158 11,11
160 11,25 120
8,44 214
15,04 160
11,25
162 11,39 121 8,51 216
15,18 162 11,39
164 11,53
123 8,65 218
15,32 163
11,46
166 11,67 124 8,72 220
15,46 165 11,60
168 11,81 126 8,86 222
15,61 166
11,67
170 11,95 127 9,83 224
15,75 168 11,81
172 12,09 129 9,07 226
15,89 169
11,88
174 12,23 131 9,21 228
16,03 171 12,02
176 12,37 132 9,28 230
16,17 172
12,09
178 12,51 133 9,35 232
16,31
174 12,23
180 12,65 135 9,49
234
16,45 175 12,30
182 12,79 136 9,56 236
16,59 177 12,44
184 12,94 138 9,70
238
16,73 178 12,51
186 13,08 140 9,84
b.
Dauntless V-6 Engine.

To
check the
engine
cylinder compression use the
following procedures:

Firmly
insert compression
gauge
in
spark
plug
port
(Fig.
C-10).
Crank
engine
through at least four
compression strokes to obtain highest possible

reading.

Check
compression of each cylinder. Repeat com­
pression check and record highest reading obtained on each cylinder during the two pressure checks.

Note:
The recorded compression pressures are to
be considered normal if the lowest reading cylinder
is more than seventy-five percent of the highest

reading
cylinder. See the following example and
the "Compression Pressure
Limit
Chart".
Example:

Cylinder
No. 1 2 3 4 5 6

Pressure
(psi.) 129 135 140 121 120 100
Seventy-five percent of 140 (highest) is 105.
Thus,

Cylinder
No. 6 is
less
than seventy-five percent
of
Cylinder
No. 3.
This
condition, accompanied by low speed missing, indicates an improperly seated
valve or worn or broken piston
ring.

If
one or more cylinders read low, inject about

a
tablespoon of
engine
oil on top of pistons in low

reading
cylinders through
spark
plug port. Repeat compression check on
these
cylinders.

If
compression improves considerably, rings are

worn.
If compression
does
not improve, valves are

sticking
or seating poorly.

If
two adjacent cylinders indicate low compression

and
injecting oil
does
not increase compression, the
cause may be a head gasket leak
between
the

cylinders.
Engine coolant and/or oil in cylinders could result from this
defect.
FIG.
C-10—CHECKING ENGINE CYLINDER
COMPRESSION
—
DAUNTLESS
V-6
ENGINE
FIG.
C-l
1—CONTACT
POINTS
MATERIAL
TRANSFER

25

c

TUNE-UP
C-10.
Distributor
Service

The
distributor cap should be inspected for
cracks,

carbon runners and evidence of arcing. If any
of
these
conditions exists, the cap should be re­
placed.
Clean
any corroded high tension terminals. Inspect the rotor for cracks or evidence of
exces­

sive 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 con­
dition is found the distributor cap
segment
will

be burned on the horizontal face and the cap
will

also need replacing.
Check
the condenser lead for broken wires or

frayed
insulation.
Clean
and tighten the connec­
tions
on the terminal
posts.
Be sure the condenser
is mounted firmly on the distributor for a
good
ground connection. Should a condenser tester be available the capacity
should be checked. In the absence of a tester check
by substituting a new condenser.
Examine
the distributor
points
(Fig.
C-ll).
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.
Check
the alignment of the point for a
full,
square
contact. If not correctly aligned, bend the station­
ary
contact bracket slightly to provide alignment,

a.
Hurricane F4 Engine (Prestolite).

The
contact gap of the distributor point on the

Hurricane
F4
engine
should be set at .020"
[0,508

mm.],
measured with a wire
gauge.
Adjustment of
the gap is accomplished by
loosening
the lock screw and turning adjusting eccentric screw (Fig.
C-12)
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.

Apply
a thin film of cam lubricant to the cam to
lessen fiber block wear. Should a condenser tester be available the capacity
should check from .21 to .25 microfarads. In the
absence of a tester check by substituting a new
condenser.

Check
point contact spring pressure, which should
be
between
17 and 20
ounces
[0,487
a 0,56 kg.].
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.
b. Dauntless V-6 Engine (Delco).

The
spark advance is fully automatic being con­
trolled by built-in centrifugal weights, and by a vacuum advance system (Fig.
C-13).
The same
checking procedures are used as (a)
above
except,

the capacity of the condenser must be .18 to .23 microfarads and the contact gap should be set at
.016"
[0,406
mm.]. Adjustment of the gap is made
by rotating the socket head adjustment screw with
a
Vs" [3,86 mm.] Allen wrench (Fig.
C-14).

The
contact spring pressure must be 19 to 23 ozs.
[0,538
a
0,652
gr.] and the cam dwell
angle
is

30°,
with distributor vacuum line disconnected.
The
preferred method of adjusting cam dwell re­
quires turning of the adjusting screw until the specific dwell
angle
is obtained as measured by a
dwell
angle
meter. Refer to Par. C-l7. To adjust
the cam dwell by an alternate method, turn the adjusting screw in (clockwise) until the
engine

FIG.
C-12—PRESTOLITE DISTRIBUTOR HURRICANE F4 ENGINE
1— Condenser
2—
Lubricating
Wick

3—
Breaker
Cam
4—
Breaker
Arm Pivot 5—
Distributor
Cap (Rotation &
Firing
Order)
6—
Distributor
Points 7— Adjustment
Lock
Screw
8—
Adjusting
Eccentric
Screw
9—
Oiler

10—Primary
Wire
26

c

TUNE-UP
meter during this
test
Connect the red lead
tc*
dis­

tributor
primary
lead at the coil as shown in Fig.
C-21.
Connect black lead to the ground.
Turn

ignition switch on; with
engine
stopped, observe
dwell
meter. If the meter reads zero,
crank
the

engine
a fraction of a revolution to
close
the

breaker
points.

Distributor
resistance is normal, if dwell meter
pointer is within range of
black
bar. Distributor resistance is high, if
dwell
meter pointer is not

within
the black bar.
Remove test lead from
distri­
butor terminal of coil and
connect
to
each
of the
following points to determine
where
the excessive resistance is:

Distributor
primary
terminal

Distributor
primary
terminal in the distributor

Breaker
point bracket
Ground
side of points

Distributor
housing

Where
a noticeable change occurs in the meter
reading
in
these
steps, make the necessary correc­
tion and repeat the
test.

C-l 7. Distributor
Point
Dwell

Using
a dwell tester, connect red
lead
to the
distri­

butor terminal at coil. Connect black lead to
ground.
Set selector switch to the number of
cylin­

ders in the
engine
being tested. Operate
engine
speed at specified rpm. and
note
readings. Cam

dwell
angle must be 30° for the Dauntless V-6
Delco equipped engine, 29° ±: 3° Prestolite equipped
engine
and 42° for the
Hurricane
F4 engine. If the dwell reading is not to specifications,
trouble could be improper point spacing, point

rubbing,
defective block or breaker arm, or mis­
aligned and worn distributor cam.
Adjust
dwell
as shown in Fig. C-14 for the Delco equipped
Dauntless V-6 engine. For cam dwell adjustment
of the Prestolite equipped V6 and
Hurricane
F4 engine, refer to Par. C-10,
step
a.

Dwell
variation is determined by noting any
dwell
change as the
engine
is operated at different
speeds.

Excessive
variation indicates a change in point opening that can result from shaft or bushing wear,

or
from the distributor plate shifting because of

wear
or
looseness.

Measure
dwell variation at idle speed, using same

test
hookup for checking dwell. Increase speed to 1750 rpm.;
note
dwell reading.
Then
slowly reduce
speed to idle while observing dwell meter. Dwell

variation
should not exceed 3°. If dwell variation
exceeds
3°
between
idle speed and 1750 rpm.,
probable wear in the distributor shaft, bushings, or

breaker
plate is indicated. Distributor should then be checked more thoroughly.

C-l8. Check Ignition Wires
and
Connections

Examine
and clean the insulation on all ignition

wires
and check all connections. Wires should be
firm,
flexible, and free from roughness and minute
cracks.
Bend wires to check for brittle,
cracked,
or

loose
insulation. Since defective insulation
will
per­

mit
crossfiring or missing of the engine, defective

wires
should be replaced.

C-l9. Test Ignition
Cables

To
remove cables from
spark
plugs, use
Spark
Plug
Cable
Remover
Tool
W-274.
Twist
the
boot

slightly to break the seal and, grasping the rubber
protector
boot,
lift straight up with a steady even

pull.
Do not grasp the cable and
jerk
the cable off; this
will
damage the cables. Do not use a probe
on
these
wires; puncturing them may cause a
separation in the conductor. To remove ignition cables from the distributor cap or coil tower,
loosen

the nipple first, then grasp the upper part of the nipple and the cable and gently
pull
straight up.

Test
the cable with an ohmmeter. Resistance value

per
foot
is
3000-7000
ohms. The ignition cables
can
be checked for
circuit
continuity by removing
the cable from the
spark
plug and holding the cable
end Vi" [6,35 mm.] from the engine. A strong

spark
indicates
good
conductor continuity.

When
connecting the cable to the
spark
plug, be
certain
a
good
connection is made and that the
protector
boot
fits tight on the
spark
plug. A
partially
seated cable creates an additional gap in
the
circuit
and the resulting
spark
jump
will
cause

terminal
corrosion and cable damage.

C-20. Coil

When
an ignition coil is suspected of being defec­ tive, it should be checked on the car. A coil may

break
down after it has reached operating tempera­
ture.
It is important that the coil be at operating
temperature when
tests
are made.

Note:
The ignition coil and ballast resistor for the

V-6
engine
must be of the same manufacturer.
Ballast
resistors and ignition coils of one manufac­

turer
are interchangeable with both units of the
other.
C-21.
Service Air
Cleaner

Refer
to Par.
B-2 2
for the correct service of the

air
cleaner.

C-22.
Check Fuel Lines and
Screens

Check
all fuel line connections to guard against
leakage.
Check
fuel pump filter F4
engine
and
fuel
line filter V-6 engine. Replace fuel filter if
necessary.

C-23. Check Fuel Pump a.
Fuel
pump pressure is important, for low pres­

sure
will
seriously affect
engine
operation and high

pressure
will
cause excessive fuel consumption and
possibly flood the carburetor. Should there be any doubt of normal operation, check the pressure with
a
gauge
as shown in Fig.
C-2 2.
The minimum and

maximum
allowable pressures are 2% to 3% lbs. [0,176 a
0,264
kg-cm2], for the
Hurricane
F4 en­
gine.
Fuel
pump pressure at carburetor (inlet) on
the Dauntless V6-225
engine
should be 3% lbs.
[0,264
kg-cm2] minimum at specified
R.P.M.
idle

with
the vapor
return
hose
squeezed off.
With
the

vapor
return
hose
open pump pressure should be
2
V2
lbs. [0,176 kg-cm2] minimum.

b.
Test for volume, as a pump may build up suffi­
cient pressure but
fail
to produce sufficient volume.
Turn
down the carburetor fuel line fitting on the
pump and with the tank line connected, pump out
30

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

C

FIG.
C-22—-CHECKING
FUEL
PUMP
PRESSURE
—
DAUNTLESS
V-6
ENGINE a
couple of strokes to be sure the pump is primed.

Using
a half-pint
bottle
or similar measure, pump
Vi
pint [0,24 It] of fuel by cranking the
engine

with
the starter motor. Count the strokes neces­
sary
to
fill
the measure. If more than 20 strokes

are
required, the fuel pump is inefficient, the tank
line is leaking air, or the fuel supply is restricted.

Check
fuel filter in the fuel tank if line is restricted.

C-24.
Check Manifold Vacuum

To
check the intake manifold vacuum on the
Hurri­

cane F4 engine, remove the ventilation valve and

L
fitting from the manifold and install special adapter. On the Dauntless V-6
engine
remove the
pipe plug located in the right
rear
of the intake
FIG.
C-23—CHECKING MANIFOLD VACUUM
—

HURRICANE
F4
ENGINE
manifold and install special adapter. Connect the

vacuum
gauge
tube to the special adapter as shown

in
Fig. C-23 for the
Hurricane
F4 engine.

Start
the engine. Connect a Tachometer
Tool,

C-3896,
from the distributor
primary
terminal to ground and set the
engine
speed at the specified

rpm.
given in Par. C-30. Observe the vacuum
read­

ing and interpret as follows:

a.
A steady reading from 18" to 20" [457 a 508
mm.] of mercury is a normal reading, indicating
that valve and
spark
timing, valve seating, and
piston ring sealing are all satisfactory.
b. A steady but below normal reading indicates

a
condition common to all cylinders such as a

leak
at the carburetor gasket, late ignition or valve
timing, or uniform piston ring and bore wear.

c.
A slowly fluctuating or drifting reading in­ dicates that the carburetor idle mixture is incorrect

Look
for the cause in the fuel system.

d.
A rhythmic pulsating reading is caused by a
condition affecting one or more cylinders, but not

all,
and indicates leaky valve, gasket blowby, re­
stricted intake port, or an electrical miss.
e. An intermittent pulsating reading is caused by

an
occasional malfunction, such as a sticking valve
(all
valves may be
erratic
in operation if the valve
springs are weak), electrical miss caused by insuffi­
cient distributor point tension or low coil
voltage

coupled with inconsistent
spark
plug
gaps
or fouled
plugs, or
dirt
in the fuel system finding its way into
passages of
critical
size or valve
seats
in the
car­

buretor.

f.
A normal reading that quickly falls off (with

engine
running at
2000
rpm.) indicates exhaust
back
pressure caused by a restriction in the exhaust
system.

g.
Make indicated corrections to bring vacuum to 18" to 20" [457 a 508 mm.] of mercury normal

reading.

C-25.
Carburetor Adjustments

•
Refer to Fig. C-24, C-25 and C-26.

Carburetor
adjustments should not be attempted

until
it is known that
engine
ignition and com­
pression are in
good
order. Any attempt to adjust

or
alter the carburetor to compensate for faulty conditions elsewhere
will
result in reduced econ­
omy and overall performance.

Caution:
If an
engine
is idling too slow or rough,
this may be caused by a
clogged
ventilator valve

or
hose;
therefore, never adjust the carburetor idle
without first checking the crankcase ventilator
check valve and
hose.

The
air cleaner must be left in place while making
idle speed and mixture adjustments. All lights and accessories, must be turned off. The positive
crank­

case ventilator system should also be in
good
oper­
ating condition when making carburetor adjust­ ments.
Either
of
these
items noticeably affects the

air
fuel ratio at idle.

•
Hurricane
F4 Engine.
Note:
The idle mixture adjustment procedure for
the late model
YF-4941S
and
YF-6115S
Carter

31

'Jeep9
UNIVERSAL SERIES SERVICE
MANUAL

D HURRICANE
F4
ENGINE

Contents

SUBJECT
PAR.

GENERAL...
D-l Description D-2

Engine
Ground Strap D-4

Engine
Mountings D-3

ENGINE REMOVAL
D-5
ENGINE DISASSEMBLY
D-6
Camshaft
.......
D-28
Clutch
D-24

Crankshaft.
D-26
Crankshaft
Pulley. D-l2
Cylinder
Head. .D-17
Distributor.
.D-13

Exhaust
Manifold D-8
Exhaust
Valves and Springs D-2
7

Flywheel.
. D-25
Front
End Plate D-23
Oil
Filler
Tube D-9

Oil
Gallery Plugs D-30

Oil
Pan. . ...D-19

Oil
Pump D-l4
Piston and Connecting Rods. . . D-20
Ream
Cylinder Bore Ridges. D-l8

Rocker
Arm Assemblies D-l6 Thermostat D-ll

Timing
Gear
Cover . . D-21

Timing
Gears D-22

Valve
Tappets D-29
Ventilation Valve D-l5
Water
Outlet Fitting D-10

Water
Pump D-7

ENGINE INSPECTION
AND
REPAIR.
.D-31
Camshaft
and Bearings. D-51
Camshaft
End-Play
. . .D-53

Camshaft
Front Bearing Replacement..... D-52
Checking
Connecting Rod
Crank
Pins D-42

Checking
Crankshaft Alignment .
.
D-40
Checking
Main Bearing Journals. D-41

Cleaning.
. D-33 Connecting Rod Bearing Inspection D-48
Connecting Rod Bearings D-47 Connecting Rod Side Play D-50

Core
Hole Expansion Plug D-72
Crankshaft
.
.
D-38, 39

Crankshaft
Main Bearing Inspection D-44

Crankshaft
Main Bearings D-43

Crankshaft
Rear
Bearing Seal D-63
Cylinder
Block D-32

Cylinder
Bores D-35

Cylinder
Head. . . D-73

Exhaust
Valve Seat Insert Replacement. .
.
D-60
Fitting
Crankshaft Main Bearings

Using
Plastigage
D-45

Fitting
Crankshaft Main Bearings
Using
Shim Stock D-46

Floating
Oil Intake D-64

Flywheel.
. . .D-67

Flywheel
Housing D-71
SUBJECT
FAR.

Flywheel
Inspection. D-6 8

Flywheel
Pilot Bushing D-70 Inspection D-3 4
Inspection of Valves, Springs and Guides. .D-57
Installing
Connecting Rod Bearings....... D-49

Oil
Pan D-66
Oil
Pump D-65
Piston Ring Application
Chart
D-3 7
Pistons, Rings, and Connecting Rods..... D-36

Refacing
Valves
.
D-58

Ring
Gear
Replacement D-69
Rocker
Arm Shaft Disassembly. D-75, 76

Rocker
Arm Shaft Reassembly.
.
D-77
Rocker
Arms D-74
Tappets and Cover. . D-62
Timing
Gears and Cover D-54, 55

Valve
Guide Replacement D-61
Valve
Seat Inspection and Refacing D-59

Valve,
Springs and Guides D-56

ENGINE REASSEMBLY
D-78
Camshaft
and
Thrust
Plate .D-81
Camshaft
Timing
Gear
D-91

Check
Crankshaft
End-Play.
............D-83
Clutch.
...D-89

Crankshaft
and Bearings................ D-82

Crankshaft
Pulley D-96

Crankshaft
Rear
Bearing Seal.. .
.
D-85
Crankshaft
Timing
Gear
D-84

Cylinder
Head D-98
Distributor
D-l
00

Flywheel
®. . .. D-87
Flywheel
Housing D-88

Front
End Plate D-86
Manifold.......
D-101

Oil
Filler
Tube D-102

Oil
Gallery Plug. D-79
Oil
Pan. D-97

Oil
Pump D-93
Pistons and Connecting Rods D-95
Rocker
Arm Assembly D-99

Spark
Plugs. .D-100
Tappets D-80
Timing
Gear
Cover D-94

Timing
Gear
Oil Jet D-92

Valves
and Springs ... D-90

Water
Outlet Fitting D-104
Water
Pump D-103

ENGINE INSTALLATION.
............D-105

FINAL IN-VEHICLE
ADJUSTMENTS.
.D-106
Check
Valve Timing . . D-109
Crankcase
Ventilation Valve. D-l 10

Oil
Filter
, . .
...D-lll

Valve
Adjustment D-107

Valve
Adjustment Procedure D-l08

SERVICE
DIAGNOSIS
D-112

SPECIFICATIONS D-l
13 37

D

HURRICANE
F4
ENGINE

FIG.
D-7—PISTON
FITTING
b.
Check
and if necessary correct connecting rod
alignment using a connecting rod aligning fixture,

such
as the one shown in Fig. D-8, in accordance
with
the instructions furnished with the fixture.

c.
Check
the piston pin fit. The piston pins are fitted
with
a clearance of .0001" to .0003" [0,0025

a
0,0076
mm.] which approximates a light thumb
push
fit at room temperature. See Fig. D-9. The piston pins are anchored in the rods with lock

screws.
Installation of oversize pins in this
engine

is not recommended as experience has shown that
should a pin be worn sufficiently to require replace­ ment, the piston should also be replaced.

Clamp
the connecting rod in a vise using
jaw
shields
of
soft
metal or two pieces of hardwood, one on
each side of the rod and positioned approximately
3" [76 mm.] from the piston pin end.
Start
,
.. . | 10278 j

FIG.
D-8—CHECKING
CONNECTING
ROD
ALIGNMENT
1
—Feeler
Gauge
2—Fixture
FIG.
D-9—PISTON PIN
FITTING

the piston pin in the piston with the lock

screw
groove
facing down. Assemble piston to connecting rod with the piston
skirt
T-slot on
FIG.
D-10—CONNECTING ROD AND
PISTON

1—
Oil
Spray
Hole

2—
Piston
Skirt
T-slot

3—
Relative
Position
of
Camshaft

48

'Jeep'
UNIVERSAL SERIES
SERVICE
MANUAL

D

FIG.
D-ll—CHECKING PISTON
AND
CONNECTING
ROD
ALIGNMENT 1—
Feeler
Gauge

2—
Fixture

the
opposite
side from the oil spray
hole
in the
bearing
end of the connecting rod. See Fig. D-10.

Install
the piston pin lock screw and torque 35 to
41 lb-ft. [4,8 a 5,7 kg-m.].

d.
Place piston and rod assembly in a connecting

rod
aligning fixture and check alignment of the
assembly as shown in
Fig. D-ll.
Follow instructions

furnished
with the fixture.
e. Using a feeler
gauge
and new piston rings, check the width of the two compression ring
grooves
and
the oil ring groove. Replace the piston if the widths of the
grooves
are not with the limits given in
the specifications.
Insert
feeler
gauge
between
ring and piston to back
of groove. Replace piston if ring
grooves
are not

within
allowable tolerances. If a feeler
gauge
larger
FIG.
D-l 2—CHECKING PISTON RING

SIDE
CLEARANCE
1—
Feeler
Gauge
2—
Piston
Ring
FIG.
D-13—PISTON
RING
GAP
than
.006" [0,152 mm.] can be inserted
J^6"
[1,6
mm.]
between
piston and upper compression
ring,

groove
is worn excessively bell-mouthed and
piston should be replaced.
f.
Check
piston ring end gap by placing compres­ sion ring in cylinder bore below ring travel using head of an inverted piston as a plunger to push

ring
in squarely. End gap must be as shown in

Par.
D-37 for all rings. If less, file ends to obtain
minimum
gap.
With
cylinders bored to an exact

ring
oversize of
+.020", +.030",
or
+.040"
[0,508-

0,762-1,016
mm.] the proper end clearance as given in Par. D-37
will
result. If end
gaps
are
not within the limits given in Par.
D-3
7, rings are
of the wrong size or were incorrectly filed for fitting.

g.
Install
a new ring set using either production replacement rings or service type oil control rings.
Production
type replacement piston rings are the
same as the original factory-installed rings while
service oil control ring
sets
have different com­
ponents, notably the oil ring expander. Follow
instructions of
manufacturer
for proper installation.

Use
a piston ring expander to install rings on pistons. Do not expand rings more than necessary
to install, also be careful not to
burr
the piston

with
ends of rings.
Install
bottom
(oil) ring first, center ring second, and top ring last.

The
width of the compression rings is [2,38
mm.] and that of the oil control ring is f^" [4,78

mm.].
While the compression rings are of the same
size, they are different in construction and must
not be interchanged.
Install
these
rings as shown

in
Fig. D-14. The upper compression ring has an
inside beveled
edge
which must be installed toward
the piston top. The face of the lower compression

ring
is tapered approximately .001" [0,025 mm.].
The
letters T or TOP on the upper
edge
indicate
how the ring is to be installed. 49

D
HURRICANE
F4
ENGINE

10444

FIG.
D-14—PISTON
RING INSTALLATION D-37.
Piston Ring Application Chart

Cylinder
Bora
Ovtrsiie
Correct

Ring
Size
Ring
Gap

Fitting
End
Gap

Std.
te .009'

[•0,228
mm.]
Std.

None
.007' to
.045'
[0,1778 a
1.1430
mm.]

.010*
to .019'

[0,254
a
0,4826
mm.)
-.020'

File
fit .007'
to
.017'
[0,1778 a 0,4318 mm.]
.020'
to
.024'
[0,508 a
0,6096
mm.] -.020'

None
.007' to .029*
[0,1778 a
0,7366
mm.]
.025'
to
.029'
[0,635 a
0,7366
mm.] -.030'

File
fit

.007'
to .017*
.030' to .034*
[0,762 a
0,8636
mm.] -.030'

None
.007'to
.029'

.038'to
.039'

[0,8890
a
0,9908
mm.] -.040*

File
fit
.007'
to .017'
.040' [1,016 mm.]
-.040*
None
.007'
to .017'

D-38.
Crankshaft

The
crankshaft is machined from a heat-treated

carbon
steel forging and is carefully balanced both
dynamically
and statically. The crankshaft is
supported by three replaceable main bearings. The
front main bearing is flanged to take the end
thrust
of the crankshaft. A flanged section on the

rear
of the crankshaft acts as an oil slinger. While the crankshaft is out of the engine, handle it care­

fully
to prevent damage to the connecting rod
crankpins
and the main bearing journals. Refer
to
Fig.
D-l5.

D-39.
Crankshaft Inspection
and
Repair

Clean
out the drilled oil passages in the crankshaft

journals
with a small rifle brush making sure to get rid of all sludge or gum deposits. Blow out the passages with compressed air after cleaning.
Clean
the crankshaft thoroughly with a suitable
cleaning solvent. Inspect the crankshaft for
cracks,

alignment, and condition of the crankpins and the
main
bearing journals. Use magnafuix equipment,

if
available, to check for cracks or structural flaws.
Cracks,
misalignment, and scored or worn journals

and
crankpins necessitate crankshaft repair or replacement.

Check
crankshaft counterweights to be sure they
are
not
loose.

D-40.
Checking Crankshaft Alignment

To
check alignment, mount the crankshaft in the
cylinder
block with the front and
rear
bearings in
place but with the intermediate bearing removed.
With
a dial indicator mounted on the crankcase

and
the indicator button resting on the inter­mediate bearing
journal,
slowly rotate the
crank­

shaft and
note
the reading on the indicator
dial.
Install
the intermediate bearing and remove first
the front and then the
rear
bearings to repeat the operation with the dial indicator, checking the
front and
rear
bearing journals. The maximum allowable run-out is .002"
[0,0508
mm.].

D-41.
Checking Main Bearing Journals

An
ordinary 3" [7,62 cm.] micrometer may be used.
The
standard
journal
diameter is
2.334"
to 2.333" 50