heating JEEP CJ 1953 Service Manual
[x] Cancel search | Manufacturer: JEEP, Model Year: 1953, Model line: CJ, Model: JEEP CJ 1953Pages: 376, PDF Size: 19.96 MB
Page 34 of 376
TUNE-UP
C-29.
SERVICE
DIAGNOSIS
POOR
FUEL ECONOMY Ignition Timing Slow or Spark Advance Stuck
Carburetor
Float High
Accelerator Pump Not Properly Adjusted High Fuel Pump Pressure
Fuel
Leakage
Leaky
Fuel Pump Diaphragm Loose Engine Mounting Causing High Fuel Level in Carburetor
Low
Compression
Valves Sticking
Spark
Plugs Bad
Spark
Plug Cables Bad
Weak
Coil
or Condenser Improper Valve Tappet Clearance
Carburetor
Air Cleaner Dirty
High Oil Level in Air Cleaner Dragging Brakes
Front
Wheels Out of Alignment
Tires
Improperly Inflated Inaccurate Odometer
Faulty
Fuel Tank Cap
Clogged
Muffler or Bent Exhaust Pipe Sticking Exhaust Manifold Valve
LACK
OF POWER
Low
Compression Ignition System (Timing Late)
Improper Functioning Carburetor
or Fuel Pump
Fuel
Lines
Clogged
Air
Cleaner Restricted Engine Temperature High Improper Tappet Clearance
Sticking Valves
Valve Timing Late
Leaky
Gaskets
Muffler
Clogged
Bent Exhaust Pipe Sticking Exhaust Manifold Valve —
Dauntless V-6 Engine
LOW
COMPRESSION
Leaky
Valves Poor Piston Ring Seal Sticking Valves
Valve Spring Weak or Broken
Cylinder
Scored or Worn
Tappet Clearance Incorrect Piston Clearance too Large
Leaky
Cylinder Head Gasket
BURNED
VALVES AND SEATS Sticking Valves or too Loose in Guides
Improper Timing
Excessive Carbon Around Valve Head and Seat Overheating
Valve Spring Weak or Broken
Valve Tappet Sticking
Valve Tappet Clearance Incorrect
Clogged
Exhaust System
Defective
Valve
Lifter
— Hydraulic
VALVES
STICKING
Warped Valve Improper Tappet Clearance Carbonized or Scored Valve
Stems
Insufficient Clearance Valve Stem to Guide
Weak or Broken Valve Spring Valve Spring Cocked Contaminated Oil
OVERHEATING
Inoperative Cooling System
Theromstat Inoperative Improper Ignition Timing
Improper Valve Timing
Excessive Carbon Accumulation
Fan
Belt too Loose
Clogged
Muffler or Bent Exhaust Pipe
Oil
System Failure Scored or Leaky Piston Rings
Sticking Exhaust Manifold Valve — Dauntless V-6 Engine
POPPING-SPITTING-DETONATION
Improper Ignition Improper Carburetion
Excessive Carbon
Deposit
in
Combustion Chambers
Poor Valve Seating Sticking Valves
Broken Valve Spring Tappets Adjusted too Close
Spark
Plug Electrodes Burned
Water or Dirt in Fuel
Clogged
Lines Improper Valve Timing
Clogged
Fuel Filter Sticking Exhaust Manifold Valve —
Dauntless V-6 Engine
EXCESSIVE
OIL CONSUMPTION Piston Rings Stuck in Grooves, Worn or Broken Piston Rings Improperly Fitted or Weak Piston Ring Oil Return
Holes
Clogged
Excessive Clearance, Main and
Connecting Rod Bearings
Oil
Leaks at Gaskets or Oil Seals
Excessive Clearance, Valve Stem
to Valve Guide (Intake)
Cylinder
Bores Scored, Out-of-
Round or Tapered
Too Much Clearance, Piston to Cylinder Bore
Misaligned Connecting Rods
High Road
Speeds
or Temperature
Crankcase
Ventilator Not Operating
BEARING
FAILURE
Crankshaft
Bearing Journal Out-of-Round
Crankshaft
Bearing Journal Rough
Lack
of Oil
Oil
Leakage
Dirty
Oil
Low
Oil Pressure or Oil Pump Failure
Drilled
Passages
in Crankcase or Crankshaft
Clogged
Oil
Screen Dirty
Connecting Rod Bent 34
Page 70 of 376
D
HURRICANE
F4
ENGINE
D-112.
SERVICE
DIAGNOSIS
Poor
Fuel
Economy Ignition Timing Slow or Spark Advance Stuck
Carburetor
Float High
Accelerator Pump Not Properly Adjusted
High
Fuel
Pump Pressure
Fuel
Leakage
Leaky
Fuel
Pump Diaphragm
Loose Engine Mounting Causing High
Fuel
Level
in
Carburetor
Low
Compression Valves Sticking
Spark
Plugs Bad
Spark
Plug Cables Bad Weak
Coil
or Condenser Improper Valve Tappet Clearance
Carburetor
Air Cleaner Dirty
High Oil Level in Air Cleaner Dragging Brakes
Front
Wheels Out of Alignment
Tires
Improperly Inflated Inaccurate Odometer
Faulty
Fuel
Tank
Cap
Clogged
Muffler or Bent Exhaust Pipe
Lack
of Power
Low
Compression Ignition System (Timing Late)
Improper Functioning Carburetor or
Fuel
Pump
Fuel
Lines
Clogged
Air
Cleaner Restricted
Engine Temperature High Improper Tappet Clearance
Sticking Valves Valve Timing Late
Leaky
Gaskets
Muffler
Clogged
Bent Exhaust Pipe
Defective
Spark Plugs—Clean or Replace
Defective
Breaker Points—Replace
Points
Incorrect Breaker Point Gap—Reset
Points
Defective
Condenser or Coil—Replace
Loose Electrical Connections—Locate and Tighten
Broken Valve Spring—Replace Spring Broken Piston or Rings—Replace
Defective
Head Gasket—Replace Gasket
Cracked
Distributor Cap—Replace Cap
Low
Compression
Leaky
Valves
Poor Piston Ring Seal Sticking Valves
Valve Spring Weak or Broken
Cylinder
Scored or Worn
Tappet Clearance Incorrect
Piston Clearance too Large
Leaky
Cylinder Head Gasket
Burned Valves and
Seats
Sticking Valves or too Loose in Guides Improper Timing
Excessive Carbon Around Valve Head and Seat Overheating
Valve Spring Weak or Broken Burned Valves and Seats—Continued
Valve Tappet Sticking
Valve Tappet Clearance Incorrect
Clogged
Exhaust System
Valves Sticking Warped Valve Improper Tappet Clearance
Carbonized or Scored Valve
Stems
Insufficient Clearance Valve Stem to Guide
Weak or Broken Valve Spring Valve Spring Cocked Contaminated Oil
Overheating Inoperative Cooling System
Thermostat Inoperative Improper Ignition Timing
Improper Valve Timing
Excessive Carbon Accumulation
Fan
Belt too Loose
Clogged
Muffler or Bent Exhaust Pipe
Oil
System Failure
Scored or Leaky Piston Rings
Popping-Spitting-Detonation
Improper Ignition
Improper Carburetion
Excessive Carbon
Deposit
in Combustion
Cham
bers
Poor Valve Seating Sticking Valves
Broken Valve Spring Tappets Adjusted too Close
Spark
Plug Electrodes Burned
Water or Dirt in
Fuel
Clogged
Lines Improper Valve Timing
Excessive Oil Comsumption Piston Rings Stuck in Grooves, Worn or Broken Piston Rings Improperly Fitted or Weak Piston Ring Oil Return
Holes
Clogged
Excessive Clearance, Main and Connecting Rod
Bearings
Oil
Leaks at Gaskets or Oil Seals
Excessive Clearance, Valve Stem to Valve Guide (Intake)
Cylinder
Bores Scored, Out-of-Round or Tapered Too Much Clearance, Piston to Cylinder Bore
Misaligned Connecting Rods
High Road
Speeds
or Temperature
Crankcase
Ventilator Not Operating
Bearing Failure
Crankshaft
Bearing Journal Out-of-Round
Crankshaft
Bearing Journal Rough
Lack
of Oil
Oil
Leakage
Dirty
Oil
Low
Oil Pressure or Oil Pump Failure
Drilled
Passages
in Crankcase or Crankshaft
Clogged
Oil
Screen Dirty Connecting Rod Bent 70
Page 105 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
Dl
Dl-104.
SERVICE
DIAGNOSIS
Poor Fuel Economy
Ignition Timing Late or Spark Advance Inoperative
Carburetor
Float Setting Too High
Accelerator Pump Improperly Adjusted
Fuel
Pump Pressure High
Fuel
Line
Leakage
Fuel
Pump Diaphragm Leakage
Cylinder
Compression Low
Valves Do Not Seat Properly
Spark
Plugs
Defective
Spark
Plug Cables
Defective
Ignition
Coil
or Capacitor
Defective
Carburetor
Air Cleaner Dirty
Brakes
Drag
Wheel Alignment Incorrect
Tire
Pressure Incorrect Odometer Inaccurate
Fuel
Tank
Cap Clogged or
Defective
Muffler or Exhaust Pipe Clogged or Bent
Lack
of
Power
Cylinder
Compression Low
Ingitdon Timing Late
Carburetor
or
Fuel
Pump Clogged or
Defective
Fuel
Lines Clogged
Air
Cleaner Restricted
Engine Temperature High Valves Do Not Seat Property
Valve
Timing Late Intake Manifold or Cylinder Head
Gasket Leaks
Muffler or Exhaust Pipe Clogged or Bent
Spark
Plugs Dirty or
Defective
Breaker
Point Gap Incorrect
Breaker
Points
Defective
Ignition
Coil
or Capacitor
Defective
Electrical
Connection Loose
Broken
Valve Spring
Broken
Piston Ring or Piston
Cylinder
Head Gasket
Defective
Distributor Cap Cracked
Low
Compression
Valves Not Seating Properly Piston Rings Seal Poorly
Valve
Spring Weak or Broken
Cylinder
Scored or Worn
Piston Clearance Too Great
Cylinder
Head Gasket Leaks
Burned
Valves and
Seats
Valves Stick or Are Too Loose in Guides
Valve
Timing Incorrect
Valve
Head and Seat Have Excessive Carbon
Engine Overheats
Valve
Spring Weak or Broken
Valve
Lifter Seized or Collapsed
Exhaust
System Clogged
Valves Sticking
Valve
Stem Warped
Valve
Stem Carbonized or Scored
Valve
Stem Clearance Insufficient in Guide
Valve
Spring Weak or Broken
Valve
Spring Distorted
Oil
Contaminated
Overheating
Cooling System Inoperative
Thermostat Inoperative Ignition Timing Incorrect
Valve
Timing Incorrect
Carbon
Accumulation Excessive
Fan
Belt Loose
Muffler or Exhaust Pipe Clogged or Bent
Oil
System Failure
Piston Rings Worn or Scored
Popping,
Spitting,
Detonation
Ignition Timing Incorrect
Carburetion
Improper
Carbon
Deposit
in Combustion
Chambers Excessive
Valves Not Seating Properly
Valve
Spring Broken
Spark
Plug Electrodes Burned
Water or Dirt in
Fuel
Fuel
Line
Clogged
Valve
Timing Incorrect
Excessive
Oil
Consumption
Piston Rings Stuck in Grooves, Weak,
Worn,
Broken, or Incorrectly Fitted
Crankshaft
Main Bearings or
Connecting Rod Bearings Have
Excessive Clearance
Gaskets or Oil Seals
Leak
Cylinder
Bores Worn, Scored,
Out-of-Round or Tapered
Pistons Have Too Great Clearance to Cylinder Bores
Connecting Rods Misaligned High Road Speed
High Temperature
Crankcase
Ventilation System Inoperative
Bearing Failure
Crankshaft
Bearing Journal Rough or Out-of-Round
Oil
Level Low
Oil
Leakage
Oil
Dirty
Oil
Pressure Low or Lacking
(Oil
Pump Failure)
Drilled
Passages
in Crankshaft or
Crankcase
Clogged
Oil
Screen Dirty
Connecting Rod Bent 105
Page 161 of 376
'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL
COOLING
SYSTEM
Contents
SUBJECT
PAR.
GENERAL
.G-l Antifreeze Solutions. .G-l6
Cylinder
Block.
..................
.G-8
Draining
Cooling System............... G-3
Engine
Overheating..
.................
.G-19
Fan
Belt.
......... .........
.G-18
Filling
Cooling System.................
G-2
Inhibited
Coolant Solution .G-l7
Temperature
Sending Unit.
...........
.G-l0
Thermostat
.........................
G-9
RADIATOR
.G-5
Radiator
and Heater Hoses.............
G-7
SUBJECT
PAR.
Radiator
Pressure
Cap.................
G-4
Radiator
Removal and Replacement..... G-6
WATER
PUMP.
. . .G-ll
Water
Pump Disassembly. .............G-13
Water
Pump Inspection.
..............
.G-12
Water
Pump Reassembly.
.............
.G-14
Water
Pump Removal and Replacement. .G-l5
SERVICE
DIAGNOSIS.
.G-20
SPECIFICATIONS
. .G-21
ANTIFREEZE
CHART.
..... ... .G-22
G-l. GENERAL
a.
The satisfactory performance of the Hurricane
F4
engine
is controlled to a great
extent
by the proper operation of the cooling system. The
engine
block is full length water jacketed which prevents
distortion of the cylinder walls. Directed cooling
and
large water holes, properly placed in the cylin
der head gasket cause more water to flow past the
valve
seats
(which are the
hottest
parts of the
block)
and
carry
the heat away from the valves, giving positive cooling of valves and seats.
Minimum
temperature of the coolant is controlled by a thermostat mounted in the
outlet
passage of
the engine. When the coolant temperature is below
thermostat-rated temperature, the thermostat re mains closed and the coolant is directed through
the radiator-bypass
hose
to the water pump. When the thermostat opens, coolant flow is directed to
the top of the radiator. The radiator dissipates the
excess
engine
heat before the coolant is recirculated
through the engine.
The
cooling system is pressurized. Operating pres
sure
is regulated by the rating of the radiator cap
which
contains a relief valve, b. The Dauntless V-6
engine
efficiency and performance is controlled to a great
extent
by proper
operation of the cooling system. The cooling system
does
more than cool the engine. It also directs
the flow of coolant to provide the
best
operating
temperature range for each part of the engine.
In
the Dauntless V-6
engine
coolant is forced by
the water pump into two main passages that run the length of the block on each side (Fig. G-l).
FIG.
G-1—COOLANT
FLOW
THROUGH
THE
DAUNTLESS
V-6
ENGINE
161
Page 162 of 376
COOLING
SYSTEM
14263
FIG.
G-2—COOLING SYSTEM
COMPONENTS
V-6
ENGINE
1—
Radiator
Pressure Cap
2—
Hose
Clamp
3—
Radiator
Hose (Inlet-Upper)
4—
Radiator
Hose (Outlet-Lower) 5—
Bolt
6—
Water
Pump Assembly 7—
Cap
8—Thermostat
By-Pass Hose
g—Water Outlet
Elbow
10—
Gasket
11—
Thermostat
12—
Water
Pump Gasket
13—
Dowel
Pin
14—
Radiator
Shroud (Heavy Duty Cooling) 15—
Pulley
16—
Fan
Spacer
17—
Fan
and Alternator Belt
18—Fan
19—
Lockwasher
20—
Radiator
21—
Drain
Cock
From
these
main passages, the coolant flows around
the
full
length of each combustion chamber.
After
cooling the block, the coolant passes through
ports between the block and each cylinder head.
These
ports direct most of the coolant flow around the exhaust valve area to prevent hot exhaust
gases
from
overheating the exhaust ports.
From
the cylinder heads, the water passes into a
water
manifold between each of the heads and the
water
pump. If the thermostat is closed, the coolant
is ported back to the pump where it is recirculated
back
into the pump and into the engine. After the
coolant heats enough to open the thermostat, the coolant is directed from the water manifold through
a
hose
to the top of the radiator and then through
the radiator which acts as a heat exchanger to cool the fluid. The coolant is then ported through a
hose
from
the bottom of the radiator to the pump, which
recirculates
it back to the engine.
The
cooling system is pressurized. Operating pres
sure
is regulated by a relief valve in the radiator
cap. The
heater inlet
hose
is connected to a port on
the right bank cylinder head. The outlet
hose
is connected to the heater adapter tube on the water
pump.
c.
It is recommended when using water for coolant
that the cooling system be flushed and checked for leaks twice a year, preferably in the
fall
before
antifreeze is added and in the spring when the antifreeze is drained.
Reverse
flushing
will
aid greatly in removing rust 162
Page 166 of 376
G
COOLING SYSTEM and
the outlet
hose
is connected to the water pump
housing.
When
installing a new hose, clean the pipe connec
tions and apply a thin layer of nonhardening seal
ing compound. Hose clamps should be properly
located over the connections to provide secure fastening. The pressurized cooling system pressure
can
blow off improperly installed hoses.
G-8.
Cylinder
Block
Any
coolant leaks at the engine block water joints
are
aggravated by pump pressure in the water
jacket
and by pressure developed in the cooling system when the pressure cap is in place.
Small
leaks showing up only as moist
spots
often
cannot
be detected when the engine is hot except by the
appearance of rust, corrosion, and dye stains where
leakage evaporated. Also, expansion and contrac tion of the engine block resulting from extreme
temperature changes can aggravate leaks. For
these
reasons, when checking for coolant leaks inspect
the block when it is cold and while the engine is
running.
A
leaking
drain
cock or plug that cannot be stopped
leaking
by tightening should be replaced.
Leaking
core-hole expansion plugs should be replaced.
If
tightening gasketed joints
will
not correct leak
age, install new gaskets. Use a sealing compound
where recommended.
G-9.
Thermostat
a.
The cooling system of the engine is designed
to provide adequate cooling under most adverse conditions. However, it is necessary to employ
some
device to provide quick warming and to prevent
overcooling during normal operation. Automatic
control
of engine operating temperature is provided
by a water flow control thermostat installed in the
water
outlet of the
Hurricane
F4 engine. The ther
mostat is a heat-operated valve. It should always
be maintained in working order and the vehicle
should never be driven without one installed as there would then be no control of engine tempera
ture.
The temperature at which the thermostat
opens
is preset and cannot be altered.
b.
The thermostat on the
Hurricane
F4 engine is
located in a housing on the top front of the cylinder
head.
On the Dauntless V-6 engine it is located
in
the thermostat housing of the air intake manifold.
The
standard engine thermostat for the
Hurricane
F4
and Dauntless V-6 engine has a normal rating
of
190°F.
[87.8°C]
and should begin to open at
a
coolant temperature between
180°F.
[82°C]
to
192°F.
[89°C]
and be fully open at
202°F.
[94°C.].
See Fig. G-7 for method of testing.
When
the thermostat is not operating properly, the engine may
run
too hot or too cold. Overheating
may
damage the thermostat so that its valve
will
not function properly, and a cold engine
will
not achieve
full
efficiency.
Rust
can also interfere with
thermostat operation. To
test
the thermostat, place
it
in water heated approximately
25°F.
[17°C]
above the temperature stamped on the thermostat
valve.
Submerge the bellows completely and agitate
the water thoroughly. The valve should open fully.
Next, place the thermostat in water heated approxi-
FIG.
G-7—THERMOSTAT
TEST
mately 10°F.
[11°C]
below the temperature
stamped on the thermostat valve. Submerge the bellows completely and agitate the water thorough
ly.
The valve should close completely. If the ther
mostat fails either of
these
tests, it should be re placed with a new one of the same type and rating.
G-10. Temperature
Sending Unit
The
sending unit incorporates a temperature sens ing element that when it is surrounded by cold engine coolant, the unit provides the highest resist
ance in the temperature
gauge
indicator
circuit.
Resultant
low current flow in the circuit causes the
indicator
on the instrument panel to read at the low (C) end of the
gauge.
As engine coolant tem
perature
increases, the resistance of the unit is
decreased allowing an increased current flow in
the
circuit,
making the instrument panel
gauge
register in proportion to the temperature of the engine coolant.
To
test
the sending unit, first run the engine until
it
has had time enough to warm up.
If
no reading is indicated on the
gauge,
check the
sending unit to
gauge
wire by removing the wire
from
the sending unit and momentarily grounding
the wire. If the
gauge
now indicates, the sending
unit
is faulty. If the
gauge
still
does
not indicate, the wire is defective.
Repair
or replace the wire,
a.
Hurricane
F4 Engine.
The
thermo-couple coolant temperature sending
unit
is mounted in the right
rear
of the cylinder head (Fig. G-8) and is connected by a single wire
to the dash unit of the instrument cluster. 166
Page 169 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
G
cation period. It is
good
preventive maintenance to
replace a badly frayed, worn or cracked fan belt
before it breaks in operation.
To
replace the fan belt,
loosen
the attaching
bolts
at each generator or alternator brace-to-engine mounting and pivot the alternator or generator to
ward
the
engine
to gain slack needed to install the new belt Remove the old belt. Position the new
belt over the fan pulley, over the crankshaft pulley,
then over the generator or alternator pulley.
Pull
the generator or alternator away from the
engine
until
belt tension is
firm.
Then tighten the generator
or
alternator mounting
bolts
and check the tension
as indicated above. Reset the generator or alternator as necessary for correct belt tension.
Finally,
torque
the generator or alternator mounting
bolts
25 to 35 lb-ft. [3,4 a 4,8 kg-m.].
Note:
On the Dauntless V-6
engine
when adjusting
the fan belt tension, the alternator mounting
bolts
should be torqued 30 to 40 lb-ft. [4,14 to 5,53
kg-m.].
If a fan belt tension
gauge
(W-283) is
avail
able, proper tension should be 80 pounds [36,2 kg.].
G-l
9. Engine Overheating
An
engine
will
not be damaged by high coolant
temperatures unless the coolant boils. The pres
surized
cooling system on the 'Jeep' vehicles raises the boiling point of the coolant solution. Should
overheating be encountered, and the fault is be
lieved to be in the cooling system check for the
following:
a.
Proper coolant level. See
Filling
Cooling Sys
tem Par. G-2.
b. Poor air flow.
Check
for dirty radiator core. (See Radiator Par. G-5).
Check
for faulty belt
pulley operation, worn or
loose
fan belt, or dam aged fan.
Clean,
repair, replace or adjust as neces
sary.
c. Foaming coolant.
Check
for air leaks at water
pump,
hose
connection and filler cap. Tighten, re
pair
or replace as necessary.
d.
Surging or "after boil".
Check
pressure cap and
replace if valves or gasket are faulty.
e.
External
leaks.
Check
the following for leaks:
Hoses and clamps, water pump, radiator, head gas
ket, core plugs and drain cocks, as well as the cylin der head or block for
cracks.
f.
Internal
leaks.
Check
for faulty head gasket,
cracked
cylinder head or block.
g. Poor coolant flow.
Check
hose
condition, water pump, fan belt, and repair or replace as necessary. Inspect block for rust or scale, and clean and flush
the system, if necessary.
h.
Check
the temperature
gauge.
169
Page 170 of 376
G
COOLING SYSTEM G-20.
SERVICE DIAGNOSIS
SYMPTOMS
PROBABLE REMEDY
Overheating:
Lack
of Coolant Refill radiator
Thermostat inoperative . Replace thermostat
Water
pump inoperative. Overhaul or replace
Incorrect
ignition or valve timing. Set
engine
timing
Excessive piston blowby Check pistons, rings and cylinder walls
Fan
belt
broken or badly worn Replace
belt
Radiator
clogged
Reverse flush and clean
Air
passages
in core
clogged
Clean with water and air pressure
Excessive carbon formation. Remove carbon from cylinder head(s) Muffler
clogged
or
bent
exhaust
pipe
Replace damaged part
Loss
of Cooling
Liquid:
Loose
hose
connections
Tighten
connections
Damaged
hose
Replace
hose
Leaking
water pump Overhaul or replace
Leak
in radiator Remove and repair
Leaky
cylinder head
gasket
Replace
gasket
Crack
in cylinder block. Small crack can be closed with
Radiator
or Block Sealer
G-21. COOLING SYSTEM SPECIFICATIONS
Radiator
Cap:
Relief
Pressure
Vacuum
Valve Release.
Thermostat:
Rating
Starts to Open
Fully
Open
Water
Pump:
Type.
Drive
Radiator:
Type
Cooling System Capacity: Without Heater
With
Heater..
Fan:
Number of Blades Diameter
Drive
Belt: Angle of V
Length
Width
HURRICANE
F4
7 and 15 psi. [0,5 kg-cm2 and 1,05 kg cm2]
lA to 1 psi. [0,04 a 0,07 kg-cm2]
190°F.
[87,8°C]
180°F.
[82°C]
202°F.
[94°C]
Centrifugal
V-Belt
Tube
8s Fin
11 qt. [10,4 ltr.] 12 qt. [11,5 ltr.]
15" [38 cm.]
38°
42%" [108 cm.] [1,74 cmJ
DAUNTLESS
V-6 15 psi. [1,05 kg-cm2]
1 psi. [0,07 kg-cm2]
190°F.
[87,8°C]
180°F.
[82°C]
202°F.
[94°C]
Centrifugal
V-Belt
Tube
& Fin
9 qt. [8.5 ltr.]
10 qt. [9,4 ltr.]
4
\SbA"
[39,7 cm.]
38°
43.92"
[111,5
cm.] Vg"
[0.952
cm.] G-22. ANTIFREEZE CHERT
Quarts
i
Quarts
Ethylene Glycol
U.S.
Imperial
Liters
Fahr.
Cent.
10-Quart
System
2
m
2
16°
-
8.8°
3
2V2
2%
4°
-15.5°
4
3H
-12°
-24.4°
5 4M -34°
-36.6°
6
5
5Vs
-62°
-52.2°
11-Quart
System
2 2
18° -
7.6°
3 2H
2%
8°
-13.3°
4
3%
-
6°
:
-21.10
5 4M 4M -23°
-30.5°
6
5
SVs
-47°
-43.8°
12-Quart
System
2
1 m 2 1
19° ;
- 7.2°
3
2*A
10°
!
-12.2°
4
I
3H
3M 0°
;
-17.7°
5 !
4M 4^ :
-15°
s
-26.1°
6 1 5
5%
-34°
-36.6°
170
Page 188 of 376
H
ELECTRICAL
SYSTEM
colder plug may be desirable. However, under- or
over-heating is usually caused by factors other than the type of
spark
plugs and the cause should be determined before changing plugs. The design of the
engine
calls for plugs equivalent to Champion
J-8
for F4
engines
and
A.C.
44S or
UJ12Y
Champ
ion for the V6 engines, (as installed in production)
though any factor that consistently affects
engine
operating temperature may cause this requirement
to change. Overheating may be caused by in sufficient tightening of the plug in the head, which interferes with the flow of heat away from the firing
tip.
If this is the case, the plug gasket
will
show very
little flattening. Over-tightening, in
turn,
will
pro duce too easy a heat flow path and result in cold
plug operation.
This
will
be evident by excessive
flattening
and
deformation of the gasket.
Prevailing
temperatures, condition of the cooling system, and
air-fuel
mixture can affect the
engine
operating temperature and should be taken into consideration.
H-34.
GENERATOR
— F4
ENGINE
The
generator is an air-cooled, two-brush unit
which
cannot be adjusted to increase or decrease output. For replacement,
voltage
regulator and generator must be matched for
voltage
and capa
city,
polarity, and common source of manufacture.
Otherwise,
either a
loss
of ampere capacity or a
burned
out generator
will
result. Generators for
these
vehicles are 12-volt. Par. H-l explains the 12-volt system. Refer to the specifications at the
end of this section for information on correct generator rating for a specific model series.
The
circuit
breaker,
voltage
regulator, and current-
limiting
regulator are built into one combination
unit.
Because the regulator and battery are part
of the generator
circuit,
the output of the generator
depends upon the
state
of charge and temperature
of the battery.
With
a discharged battery, the
output
will
be high, decreasing proportionally as the battery
becomes
charged. For service informa
tion covering current regulator see Par. H-41.
H-36.
Generator
Maintenance
A
periodic inspection should be made of the charg
ing
circuit,
Fig. H-l9. The interval
between
these
checks
will
vary
depending upon type of service.
Dust,
dirt
and high speed operation are factors 10541
FIG.
H-19—CHARGING
CIRCUIT
1—
Battery
4-—Starter Switch
2—
Voltage
Regulator 5-—Charge Indicator
3—
Generator
which
contribute to increased wear of bearings
and
brushes.
Under
normal conditions a check should be made
each 6000 miles
[9.600
km.].
A
visual inspection should be made of all wiring,
to be sure there are no broken or damaged wires.
Check
all connections to be sure they are tight and
clean.
Should
the commutator be rough or worn the
armature
should be removed and the commutator
turned
and undercut. See Par. H-37.
The
brushes should slide freely in their holders.
Should
they be oil soaked or if they are worn to
less
than one-half their original length they should
be replaced. When new brushes are installed they should be sanded to provide
full
contact with the
commutator. Generators should not be checked for
output until the brushes are seated.
Brush
spring tension is important. High tension causes
rapid
brush and commutator wear while
low tension causes arcing and reduced output.
Test
the tension with a spring scale.
Check
the
specifications section at end of this section for
correct
spring tension for generator in question.
H-36.
Generator Disassembly
•
Refer to Fig. H-20:
Before beginning disassembly of the generator to
correct
electrical system malfunctions proceed with
inspection and
test
procedures as detailed in Par.
H-46
thru
H-62. If it is definitely determined that trouble exists within the generator, which necessitates dismantling, proceed as follows. Remove the two frame screws in the commutator
end plate and remove the end plate assembly. Next
pull
the armature and drive head complete
from
the generator housing. Remove the generator pulley from the armature by removing the nut
and
washer. Do not
lose
the Woodruff key when
the pulley is removed. After this, remove the drive
end head assembly which includes the oil seal and
bearing.
To remove the bearing, remove the three
screws and lockwashers in the grease retainer and remove the retainer and felt washer, after which,
remove the bearing, oil guard and felt washer.
H-37.
Armature
If
the commutator is rough or worn,
turn
it down
in
a lathe. After turning, the mica insulation be tween the
segments
should be undercut to a depth of 34* [0,8 mm.].
To
test
the armature for a ground, connect one
prod
of a
test
lamp to the core or shaft (not on
bearing
surface) and touch each commutator
seg
ment with the other prod. If the lamp lights, the
armature
segment
is grounded and the armature must be replaced.
To
test
for short in armature coils, a growler,
Fig.
H-21, is necessary. Place the armature on the growler and lay a thin steel strip on the armature
core.
The armature is then rotated slowly by hand
and
if a coil is shorted, the steel strip
will
vibrate.
Should
a coil be shorted the armature must be
replaced.
If
precision
test
equipment is available, the cus
tomary
accurate
tests
can be made in accordance 188
Page 199 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
H
©
© © ® (a
1—
Bolt
2— Cap
Screw
3—
Brush
Assembly
Cover
4—
Brush
Assembly
5—
Locknut
6—
Isolation
Diode 7— Nut
8—
Insulated
Washer
9—
Rear
Housing
10—Slip
Ring
FIG.
H-31—ALTERNATOR
11—
Insulated
Washer 12— Negative Diode Assembly
13—
Positive Diode Assembly
14—
Stator
15—
Rear
Bearing 16—
Rotor
17—
Retaining
Clip
18—
Front
Bearing
19—
Front
Housing
20— Nut 11485
21—
Fan
22—
Pulley
23—
Lock
Washer
24— Nut 25—
Woodruff
Key 26—
Bushing
27—
Insulated
Sleeve
28— Nut sembly straight out until the brushes are clear of
rotor
assembly.
Lift
the brush assembly out of the housing.
b.
Remove the isolation
diode
assembly by re
moving nuts.
c.
Remove fan, pulley, lock
washer,
nut and spacer.
With
the nut removed, remove pulley using
Puller,
the other parts can then be removed easily from the
rotor
shaft. The spacer
will
not
come
off until the key is removed.
d.
Separate front housing from
rear
housing by
removing
bolts
and nuts.
Then
insert blade of
a
small screwdriver in the stator
slots
between
the
stator and the front housing. Wedge apart the
halves of the alternator.
Caution:
Take
care not to insert the screwdriver
blade deeper than J/f6" [0,16 cm.] below a stator.
Otherwise
damage to the stator windings may
result.
It may be necessary to apply pressure at
several
points around the stator to extract rotor
and
front housing as an assembly. Be careful not
to
burr
the stator core as this would make reas sembly difficult.
e.
Remove the two rectifying
diode
heat sink assemblies and the stator as a complete unit from
the
rear
housing by removing nuts and locknuts.
Note
that the positive
diode
assembly is insulated
from
the alternator housing by insulated washers
and
insulated sleeves.
f. The
diode
and stator assemblies may now be
tested
as outlined in
Par.
H-83.
For
additional
test
ing
(Pars.
H-84 and H-85) or to replace a
diode
heat
sink
assembly, unsolder the three soldered con
nections at the
diodes
to separate heat sink from stator.
Caution:
When unsoldering the stator wires from
the rectifier
diode
assembly, provide a heat sink
to the
diode
terminal using a
pair
of long-nosed
pliers
to dissipate the heat away from the diodes.
g.
To remove the rotor assembly from the front
housing remove the woodruff key and split spring
washer
(bearing retainer).
FIG.
H-32—REMOVING
FRONT
BEARING
1—Front
Bearing Remover C-4068
h.
With
the woodruff key removed and the split
spring
washer
loose,
the rotor may be removed
from
the front housing by tapping the rotor shaft
on a
soft
wood surface.
i.
Remove the front and
rear
bearings from the
rotor
shaft by using Bearing Remover C-4068 for
the front bearing, as shown in
Fig.
H-32, and
Bear
ing Remover C-3936 for the
rear
bearing, as shown
in Fig.
H-33.
H-81.
General
Inspection
a.
All parts should be wiped clean and visually inspected for wear, distortion, and signs of over
heating or mechanical interference.
b.
Check
the bearings for roughness or excessive
clearance.
They should be replaced if found defective.
Note:
New bearings are prelubricated. Additional
lubrication
is not required. 199