load capacity 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 116 of 376
E
FUEL
SYSTEM
pressing downward on metering rod) or
seats
be
fore the metering rod arm makes flat contact with the pump lifter link, make adjustment by bending
the lip on the metering rod arm.
E-17.
Choke System
The
choke system consists of a manually-operated
choke valve, a fast-idle connecting rod, and a fast-
idle arm. The choke valve is offset-spring loaded to prevent over-choking during the starting warm-
up period. When the choke valve is moved to a closed position for starting, the fast idle connector
rod
in Fig. E-ll revolves the fast idle link.
This
action increases the
engine
idle speed to prevent stalling during the warm-up period. A fast-idle
connector rod return spring prevents partial closing
of the choke valve. pump lifter which is connected to the throttle.
This
movement forces fuel from the chamber
above the diaphragm through discharge pump check valve and discharge pump jet.
This
auxiliary discharge of fuel supplies
engine
requirements for
quick
acceleration and heavy loads. When the
throttle is closed, the diaphragm is again pulled
down by high vacuum and another measured
charge of fuel enters the chamber above the
diaphragm
through the intake passage to be
available for the next cycle of operation.
Note:
The pump jet (see insert drawing in Fig.
E-12)
projecting into the air stream is permanently pressed into the carburetor body and should not
be removed. Also, carburetor design makes it im possible to adjust the pump stroke.
FIG.
E-ll—FAST
IDLE
ADJUSTMENT
1—Fast
Idle
Connector Rod
2—Fast
Idle
Link
E-18.
Fast
Idle Adjustment
With
the choke held in wide open position, lip (No. 1) (Fig.
E-ll)
on the fast-idle rod should con
tact the
boss
on the body casting. Adjust by bend
ing the fast-idle link at
offset
as shown by (No. 2).
E-19.
Accelerating Pump System
The
accelerating pump system shown in Fig. E-12
provides a measured amount of fuel for rapid acceleration and smooth
engine
operation when
the throttle is opened at lower speeds. In operation,
vacuum
is applied to the underside of diaphragm
at all times when the
engine
is running.
Lower
and
more uniform vacuum is provided by vacuum
restriction
and vacuum bleed passage. When the
diaphragm
is in its maximum down position at
low throttle resulting from high vacuum in chamber the chamber above the diaphragm is full of fuel
which
has been admitted through intake passage.
When
the throttle is opened, vacuum drops in the
chamber and the diaphragm is initially forced
upward
by the spring on the diaphragm shaft.
The
upward motion is picked up by accelerator
|
13347
FIG.
E-12—ACCELERATING
PUMP
SYSTEM
1—
Pump
Fuel
Passage
6—Intake
Passage
2—
Discharge
Pump Jet 7—Diaphragm
3—
Pump
Check
Valve
Ball
8—Vacuum Chamber 4—
Bail
Check
Weight
9—Vacuum
Restriction
Jet
5—
Pump
Lifter
Arm 10—Vacuum Bleed Passage
E-20.
Accelerating Pump Maintenance
If
engine
acceleration is unsatisfactory, remove the
pump diaphragm and check the diaphragm for wear
or
damage. Then remove the pump check retainer
ring
located directly above the pump check weight
and
pump ball check. Pump ball check must seat
properly
as a leak
will
cause poor acceleration performance. Inspect and replace all worn or
damaged parts.
Clean
and blow out all passages
with
compressed air.
Note
that when testing the pump for discharge volume with the carburetor
off the engine, only half of the maximum pump capacity
will
be discharged. When the
engine
is
operating, vacuum controls the balance of dis charge. 116
Page 127 of 376
'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL
E
E-47.
Reassembly
•
Refer to Fig. E-29.
Install
the valve gaskets, valves, valve retainer and
secure them with the valve retainer screws. Make
sure that the inlet and
outlet
valves are in their proper positions. Place the diaphragm spring re
tainer in position on the diaphragm
pull
rod
and
install diaphragm spring. Position the
dia
phragm assembly in pump
body
and attach the
cover to pump body, with file marks aligned, with
the six attaching screws. Do not draw the screws
up tight.
Install
rocker arm spring, rocker arm
pin
washers, rocker arm and rocker arm pin.
With
rocker
arm positioned on the diaphragm rod, draw
the six pump
body
screws up evenly and securely.
Install
the filter screen, cork gasket and sediment
bowl and secure them firmly with the thumb screw
on the bowl clamp.
E-48.
Vacuum
Pump
The
double-action fuel pump resembles two single-
action pumps placed one
above
the other. A single
fuel pump rocker arm actuates the two separate diaphragms. One diaphragm is part of the fuel
delivery pump and operates as described in Par.
E-45.
The other diaphragm is part of the vacuum
pump and operates as described here.
As
the actuating lever forces the diaphragm upward against spring pressure, air is forced through the
outlet
port
into
the
engine's
intake manifold. On
the return stroke, spring pressure forces the
dia
phragm downward, creating a
partial
vacuum and
opening the inlet valve. In this manner, air is pumped out of the windshield wiper motor and
into
the intake manifold. When the wiper motor is shut off, manifold vacuum holds the diaphragm against its spring so that the
full
motion of the actuating
lever is not accompanied by a
complete
up-and-
down motion of the diaphragm.
When
the windshield wiper motor is turned on, but manifold vacuum is greater than the vacuum
created by the
booster
pump, air
flows
from the
wiper motor through both valves of the vacuum
booster.
As manifold vacuum drops off as a result
of the
engine
operating under low
speed
and high load, the vacuum created by the vacuum
booster
will
be greater than
engine
intake manifold vacuum
and
the pump
will
operate the wiper motor when the wiper control switch is turned on.
•
Refer to Fig. E-29. Remove the
eight
cover attaching screws and
lockwashers, and remove the cover, diaphragm
spring
and spring seat. Detach the diaphragm rod
from the rocker arm and remove the diaphragm.
The
valve assemblies are pressed
into
the cover
and
body
and lightly staked. They may be removed
with the point of a knife blade. If installing new valves be sure the inlet and
outlet
valves are
correctly positioned and stake them lightly with
a
small punch.
Assemble the vacuum pump in the reverse order
of disassembly, drawing the cover attaching screws up evenly and tightly.
E-49.
Fuel
Pump
Testing
Four
tests
are presented in following paragraphs to
test
for proper operation of the fuel pump. In addi
tion, check the following:
a.
Check
for secure mounting of the fuel pump.
The
rocker arm may be working the entire pump
up and down, rather than just the pump
dia
phragms.
b. Remove and clean the fuel sediment bowl.
c.
Check
all fuel lines.
E-50.
Volume
Check
To
measure fuel pump capacity (amount of fuel
delivered in a given time) disconnect the pump-to-
carburetor
line at the carburetor end. Place the
open
end of the line in a suitable container.
Start
the
engine
and operate at normal idle speed.
Delivery
should be one quart U.S. [1 ltr.] within
one minute.
E-51.
Pressure
Check
To
measure fuel pump pressure (force of fuel de
livery)
disconnect the pump-to-carburetor line
at the carburetor end. Plug a pressure
gauge
and T-fitting
into
the
open
end of this line and
into
the
carburetor.
Start
the
engine
and operate at normal
idle speed. Pressure should be 2J4 to 3% psi.
[0,716
a
0,264
kg-cm2] at 1800 rpm. and at 16"
[406 mm.]
above
the
outlet.
E-52.
Vacuum
Check
To
measure fuel pump vacuum (pull of. the pump
at the inlet side) disconnect the pump-to-fuel-tank
line at the fuel pump. Attach a vacuum
gauge
to the fuel pump inlet.
Start
the
engine,
accelerate to
specified speed, and hold this
engine
speed
while
taking a
gauge
reading. Permissible
gauge
reading
is 8* [203 mm.] of mercury [Hg] at 1200 rpm. and
10j^'
[267 mm.] at 1800 rpm.
E-53.
Vacuum
Booster
Check
To
test
the condition of the vacuum
booster
pump,
disconnect both inlet and
outlet
lines at the pump.
Attach
a vacuum
gauge
to the windshield wiper
connection at the pump.
Start
the
engine,
accelerate
to
2000
rpm., and hold this
engine
speed
while taking a
gauge
reading. Permissible
gauge
reading
is 10* to 14" [254 a 356 cm.] of mercury [Hg].
E-54.'
FUEL
PUMP
(SINGLE-ACTION)
—
HURRICANE
F4
ENGINE
•
Early
Models.
Vehicles with electric windshield wiper motors are
equipped with a single-action fuel pump (Fig.
E-30).
The fuel pump cam lever is activated by an eccentric on the
engine
camshaft. When the
car
buretor float
needle
valve closes, accumulation of
fuel in the pump
extends
the diaphragm spring.
This
action causes the rocker arm linkage to be
come
inoperative until the pressure on the
dia
phragm and spring is reduced. The fuel pump dis
charge pressure is thus controlled by the diaphragm
spring.
This
provides a steady supply of fuel to the
carburetor
at a fairly constant pressure. 127
Page 191 of 376
'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL
H
long as the circuit values allow the voltage to build
up to the operating voltage.
The
electromagnet of the voltage regulator unit has
a
winding of many turns of fine wire and is con
nected across the charging circuit so that the sys tem voltage controls the amount of magnetism.
The
contacts of the voltage regulator unit are con
nected in the generator field circuit so that the field
circuit
is completed through the contacts when they
are
closed and through a resistor when the contacts
are
opened.
When
the voltage rises to a predetermined value
there is sufficient magnetism created by the regu
lator
winding to
pull
the
armature
down.
This
opens
the contacts and inserts resistance in the field
cir
cuit
of the generator thus reducing the
field
current.
The
generated voltage immediately drops, which
reduces the
pull
on the
armature
to the point where
the spring closes the contacts. The output again
rises
and the cycle is repeated.
These
cycles occur at high enough frequencies to
hold the generated voltage at a constant value and
will
continue as long as the voltage of the circuit
is high enough to keep the voltage regulator unit
in
operation.
With
the addition of a current load great enough to lower the battery voltage below
the operating voltage of the unit, the contacts
will
remain
closed and the generator
will
maintain a
charging
rate as limited by its speed or the current
limiting
regulator.
Due
to the
effect
of heat on the operating
charac
teristics of regulator windings it is necessary to
compensate for the changes in coil resistance when
the regulator is operating under varying tempera
ture
conditions.
This
is accomplished through the
use of a nickel iron magnetic by-pass on the volt
age regulator unit.
This
shunt by-passes
some
of
the magnetic flux when the unit is cold and allows most of the flux to act on the armature when the
unit
is hot.
Thus
when the coil is hot and not as
efficient, the magnetic shunt reduces the amount of flux needed to vibrate the armature.
The
compensation is usually more than enough to
offset
the changes in regulator coil resistance due
to heat. The excess compensation allows the regu
lator
to operate at higher voltage under cold
operating conditions than under hot conditions.
This
is necessary as it requires a higher voltage to charge a battery with its internal resistance in
creased
by low temperatures.
H-45.
Current-Limiting
Regulator
The
function of the current-limiting regulator is to limit the output of the generator to its maxi
mum
safe output.
The
electromagnet of the current regulator unit
consists of
a
winding of heavy
wire
that is connected
in
series with the generator output. When the gen
erator
output reaches a predetermined value, the
current
in the winding produces enough magnetism
to overcome the spring tension and
pull
the
arma
ture
down.
This
opens
the contacts and inserts re
sistance in the field circuit of the generator.
With
the field current reduced by the resistance, the
generator output falls and there is no longer enough
magnetism to hold the contacts open. As soon as
the spring closes the contacts, the output rises and the cycle is repeated. These cycles occur at high
enough frequencies to limit the output to a mini
mum
fluctuation.
H-46.
Preliminary Inspection
a.
Wiring—Check
the wiring to see that it is prop
erly
connected to the generator.
b.
Generator
Performance—Make
sure the genera
tor operates correctly without the regulator in the
circuit.
Remove the armature and battery leads
from
the regulator and connect an ammeter be
tween them. Remove the field lead from the regu
lator
and while operating at idle speed touch the
field
lead
to the regulator base. Increase the speed slowly noting the charging rate.
CAUTION:
Do not increase the output above
the rated output of the generator.
If
the generator output
will
not build up inspect
the wiring harness for shorts and
opens
and remove the generator for an overhaul. To check the genera
tor circuit when a suitable ammeter is unavailable,
Fig.
H-19, disconnect the armature cable at the
regulator.
Connect one lead of
a
12v
test
lamp to the regulator terminal marked "armature" and with
the engine running, ground the other lead. Should
the
test
light
fail
to
burn
there is a fault either in the generator or regulator. To localize the fault, discon
nect both the
"Field"
and
"Armature"
cables at the generator. Connect a wire from the
"Field"
ter
minal
to ground and use a 60 watt, 110 volt
test
lamp
to ground the
"Armature"
terminal. If the
generator is charging satisfactorily the
test
lamp
will
glow
at approximately 1500 rpm. engine speed
and
the fault
will
be definitely localized in the
regulator.
c.
Incorrect Regulator—Make sui he regulator
is the correct type for use with the generator.
d.
Battery—Check
the specific gravity and termi
nal
voltage of the battery. If the \ ttery is not up
to specifications substitute temporarily
for
test
pur
poses
a fully charged battery of the same type and
capacity.
e. High Resistance Connections—Inspect the
wir
ing between the generator, regulator and battery for broken wires and high resistance connections.
Pay
special attention to the ground connections at
all
three units. Connect a reliable ammeter with 1-ampere graduations in series with the regulator
B-terminal
and the lead removed from this
terminal.
Run
the generator at a medium speed and
turn
on the lights or accessories until the ammeter shows a 10-ampere charging rate. At this charging rate
measure the voltage drop between the following
points using an accurate voltmeter graduated in
,1-volt divisions. The voltmeter should not show
a
reading above the maximum noted.
Generator
"A" terminal to regulator
"A"
terminal
—.1-volt maximum.
Generator
"F"
terminal to regulator
"F"
terminal
—.05-volt maximum.
Battery
terminal to regulator "B" terminal— .1-volt maximum.
Regulator
ground screw to generator frame— .03-volt maximum. 191
Page 223 of 376
'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL
H
H-152.
ELECTRICAL
SPECIFICATIONS
MODEL HURRICANE
F4 ENGINE DAUNTLESS
V-6
ENGINE
BATTERY:
Make
Model Hour Rating.
Voltage
Terminal
Ground
SPECIFIC
GRAVITY:
Fully
Charged
Recharged At
Location
GENERATOR:
Make.
Model
Ground
Polarity
Controlled Output
Control
Armature End Play
Brushes
Brush
Spring Tension
REGULATOR:
Make
Model:
For
GJP
7202,
GJP
7402A
Type
Cutout Relay: Closing
Voltage
@
Generator rpm..........
Reverse Current to Open.
Regulated
Voltage
Regulated Current
ALTERNATOR:
Make
Model
Ground
Polarity
Rated Output
Rated Field
Coil
Draw
At
70°F.
and
10-volt
Capacitor Capacity
REGULATOR:
Make
Model
Type
STARTING
MOTOR:
Make
Model
Brush
Spring Tension
LOCK
TEST:
Temperature
Amp.
(Max.)
Volt
Stall
Torque (Min.)
NO LOAD TEST:
Tempesature
Amp.
(Max.)
Volt
Rpm.
(Min.)
DRIVE:
Type
COIL:
Make.
Model
Primary
Resistance Secondary Resistance
Prestolite
HS
11-50
50 Ampere-hour
12-volts
Negative
1.260
1.225
Engine Compartment- Right Rear
Prestolite
GJP-7402A
Negative
35 amp.
CV
Regulator .003" to .010"
[0,076
a 0,25 mm.] 2
18 to 36 oz.
[510 a 1020 gr.]
Prestolite
VBO-4201E-4A
Vibrator
12.6 to 13.6 @ 1325 3 to 5 amp. 14.2 to 14.4
36 amp. max.
Motorola
A12 NW 526
Negative
35 amp.
1.7 to 2.3 amp. .1 mfd.
Motorola
R-2-K-1
Transistor
Prestolite
MDU-7004
32 to 40 oz. [907 a 1134 gr.]
70°F.
[21°C] 295 4
6 lb-ft. [0,83
kg-m.]
70°F.
[21°C.;
50
10
5300
Bendix Folo-Thru
Prestolite
200691
3.9 to 4.2
ohms
9400
to
11,700
ohms
Prestolite
HS
11-50
50 Ampere-hour
12-volts
Negative
1.260
1.225
Engine Compartment- Right Rear
Prestolite
GJP-7402A
Negative
35 amp.
CV
Regulator .003" to .010"
[0,076
a 0,25 mm.] 2
18 to 36 oz.
[510 a 1020 gr.]
Prestolite
VBO-4201E-4A
Vibrator
12.6 to 13.6 @ 1325 3 to 5 amp. 14.2 to 14.4
36 amp. max.
Motorola
A12 NW 528
Negative
35 amp.
1.7 to 2.3 amp. .1 mfd.
Motorola
R-2-K-1
Transistor
Delco-Remy
1107391,
1108366,
1108375
32 to 40 oz. [907 a 1134 gr.]
Not Applicable Not Applicable
70°F.
[21°C] 75
10.6
6200
Overrunning Clutch Delco-Remy
1115247
1.28 to 1.42
ohms
7200
to
9500
ohms
Prestolite
MHA-7008
32 to 40 oz. [907 a 1134 gr.]
70°F.
[21°C] 200 4
3 lb-ft. [0,41
kg-m.]
70°F.
[21°C] 43
10.0
9000
Bendix Folo-Thru
Prestolite
201700
4.25 to 4.60
ohms
5200
to 6100
ohms
223
Page 286 of 376
FRONT
AXLE
M-20.
FRONT
AXLE
SPECIFICATIONS
MODEL:
Four
Wheel Drive
Models
Two Wheel Drive
Models
Front
Axle:
Make.
Model
Capacity
Description
Universal
Joints: Make
Type.
King
Pin Bearing Preload
Differential:
Drive
Pinion Offset:
Number of Differential Pinions
Gear
Ratio:
F4
Engine
Standard
Optional
V-6
Engine
Standard
Optional
Ring
Gear Pitch Diameter
Pinion Adjustment
Pinion Bearing Adjustment
Dana
27AF
2000
lb. [907 kg.] Full-floating
Hypoid Gears
Spicer
Cardan
Cross
12 to 16 lb. [5,44 a 7,25 kg.]
1.38*
[35,05
mm.] 2
4.27:1
5.38:1
3.73:1
4.88:1
7.12'
[19,05
cm.]
Shim Shim
Clark
130097
2000
lb. [907 kg.] Reverse Elliot 286