maintenance JEEP CJ 1953 Service Manual

'Jeep*
UNIVERSAL SERIES
SERVICE
MANUAL

B
LUBRICATION
AND
PERIODIC SERVICES

Contents
PAR. SUBJECT
PAR.
SUBJECT

GENERAL
.B-l
Chassis
Lubrication
B-7
Engine
Lubrication System B-4, B-6

Special
Lubricants B-2

Fresh
Lubricant.
.B-3

LUBRICATION CHARTS
. Pages 8, 9

SERVICE
MAINTENANCE SCHEDULE.
.B-8
Air
Cleaner
B-2
5,
B-2
6
Air
Filter
—
F.E.E.C.
System Canister
B-2
4

Axle
U-Bolts B-49 Body
Lube
Points: B-65 Hood Hinge Pivot Points B-66

Glove
Compartment Door
Latch
B-6
7
Tailgate Hinges .B-68

Brakes,
Adjust .B-41
Brake
Linings .B-42

Brake
Master Cylinder B-40
Charging
Circuit
B-l9
Clutch
. B-43, B-44
Cooling System—Radiator. B-28, B-29 Differentials
........
.B-50, B-51, B-52, B-53

Distributor
B-14, B-l5

Engine
Oil B-9
Engine
Oil
Filter
B-10, B-ll

Engine
Tune-Up B-20
Exhaust
Emission Control System
B-2
2

Exhaust
Manifold Heat Control Valve. . . .B-l2

Exhaust
System
B-2 3
Fan
Belt . .B-21
Front
Axle U-Joint B-54, B-55

Generator
.B-16
Headlights B-61
Heater Controls B-62
Lights
and Controls B-59 Positive Crankcase Ventilation Valve. . . .B-l3
Shock Absorbers B-48
Spark
Plugs. B-17
Speedometer Cable. .B-60

Spring
Bushings.. . .B-46

Spring
Shackles .B-47
Steering
Gear
B-2 7
B-l. GENERAL
All
'Jeep' Universal vehicles require periodic
lubri­

cation and other maintenance services for normal
vehicle
usage
and application to promote satis­ factory operation and prevent
excessive
wear. Un­
der severe operating or atmospheric conditions
these
services should be performed more
often
than
under normal conditions. It should also be remem­
bered that common short trips and
stop-and-go
driving
are more severe on lubrication
points
than
Starting
Circuit
B-l8

Tie
Rod and Drag
Link
Sockets
.
B-45

Tires
B-64

Transmission
and Transfer Case—
Lubricant
Level
Check B-30

General
B-31

Transfer
Case B-32
Transmission
.B-33

Transmission
and Transfer
Case
—

Lubricant
Change .B-34
General
.B-35

Transfer
Case B-36
Transmission
B-3
7, B-38

Transfer
Case Linkage B-39

Universal
Joints and Slip Joints.
.......
.B-58

Wheel
Bearings..
.........
. . .B-56, B-57
Windshield
Wiper and Washer B-63

LUBRICATION
OF

OPTIONAL EQUIPMENT
B-69
Centrifugal
Governor. .B-71
Pintle Hook .B-70

Powr-Lok
or
Trac-Lok
Differential B-72

PARTS REQUIRING
NO LUBRICATION.
. . .B-73

Alternator
Bearings. B-76
Clutch
Release Bearings.
.............
.B-74
Shock Absorbers B-78
Springs
B-7
7
Starter
Motor Bearings B-75

Water
Pump Bearings B-74

LUBRICATION REQUIREMENTS FOR OFF-HIGHWAY OPERATIONS
B-79

Air
Cleaner B-82

Chassis
Lubrication
B-83

Engine
Oil B-80
Engine
Oil
Filter
B-81
Differentials .B-86
Front
Axle U-Joints. B-84
Transfer
Case and Transmission .B-85
constant
speed
driving on highways, and even more
intensified in extreme cold or hot weather; there­ fore, vehicles driven under
these
conditions must
be lubricated and serviced more
often
than nor­ mally operated vehicles. The specifications of
types
and
amounts of lubricant given in the Lubrication

Chart
and
text
of this section should be closely
followed. The off-highway operation lubrication
notes,
given in the last part of the section, should
be followed when applicable. 7

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

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

13330

FIG.
B-4—ENGINE
LUBRICATION
SYSTEM
—
DAUNTLESS
V-6
ENGINE

1—
Rocker
Arm Shaft
2—
Main
Oil
Line

3—
Oil
Inlet where it is connected by a drilled passage in the

cylinder
crankcase to an oil screen housing and
pipe assembly. The screen is submerged in the oil supply and has ample area for all operating condi­
tions. If the screen should
become
clogged
for any reason, oil may be drawn into the system over the
top
edge
of the screen, which is held clear of the

sheet
metal screen housing.

Oil
is drawn into the pump through the screen and
pipe assembly and a drilled passage in the
crank­

case, which connects to drilled passages in the
timing chain cover. All oil is discharged from the
pump to the oil pump cover assembly. The cover
assembly consists of an oil pressure relief valve,
an
oil filter bypass valve and a nipple for installa­
tion of an oil filter. The spring loaded oil pressure

relief
valve limits the oil pressure to a maximum
of 30 pounds [13.607 kg.] per square inch. The

oil
filter bypass valve
opens
when the filter has
become
clogged
to the
extent
that
4V2
to 5 pounds [2.04 a 2.27 kg.] pressure difference exists
between

the filter inlet and exhaust to bypass the oil filter
and
channel unfiltered oil directly to the main oil galleries of the engine.

A
full flow oil filter is externally mounted to the

oil
filter cover nipple on the right side of the en­ gine, just below the alternator. Normally, all
engine

oil
passes through the filter element; however, if
the element
becomes
restricted, a spring loaded bypass valve
opens
as mentioned above. The main

oil
galleries run the full length of the crankcase
and
cut into the valve lifter guide
holes
to supply

oil
at full pressure to the lifters. Connecting pas­
sages
drilled in the crankcase permit delivery of

oil
at full pressure to all crankshaft and camshaft
bearings.
Holes drilled in the crankshaft
carry
oil from the
crankshaft
bearings to the connecting rod bearings.
Pistons and cylinder walls are lubricated by oil
forced through a small notch in the bearing parting
surface on the connecting rod, which registers with
the
hole
in the crankpin
once
in every revolution. Piston pins are lubricated by splash.

Drilled
holes
in the camshaft connect the front camshaft bearing
journal
to the key slot in the front
of the camshaft. Oil flows from the
journal
into
the keyslot over the woodruff key in the space

between
the key and the camshaft sprocket and fuel pump eccentric.

The
forward end of the fuel pump eccentric in­ corporates a relief which allows the oil to escape

between
the fuel pump eccentric and the camshaft

distributor
gear. The oil stream strikes the distri­
butor shaft gear
once
each camshaft revolution, and provides ample lubrication of the timing chain and
sprockets by splash.

The
rocker arms and valves on each cylinder head

are
supplied with oil from the oil galleries through

holes
drilled in the front of the cylinder block and

cylinder
head. The
hole
drilled in the cylinder
head ends beneath the front rocker
arm
shaft brack­ et. A notch cast in the base of the rocker arm shaft

bracket
allows the oil to flow up inside the bracket

in
the space
between
the bracket and bolt, to the
hollow rocker arm shaft which is plugged at both
ends.
Each
rocker arm receives oil through a
hole

in
the underside of the shaft. Grooves in the rocker

arm
provide lubrication of the bearing surface. Oil
is metered to the push rod seat and valve stem
through
holes
drilled in the rocker arm. Excess
oil
drains off and returns to the oil pan through
passages in the cylinder head and block. Refer to
the
Lubrication
Chart
for lubrication frequency and

lubrication
type and grade.

B-7.
Chassis
Lubrication

Chassis
and
engine
should be serviced at periodic
intervals.
Most chassis lubricating points, whether
long-life or conventional, have standard lubrication
fittings. Refer to the
Lubrication
Specifications and

Service
Maintenance Schedule for specific points

and
lubricating time intervals. It is not necessary
to disassemble prepacked joints to lubricate them.

Merely
add new lubricant, as described in Par.
B-3,
to remove all old lubricant.

At
the appropriate interval, clean each lubrication
fitting indicated on the Lubrication
Chart
and
Service
Maintenance Schedule. Use a pressure gun
to lubricate. Be sure the grease channels are open
to provide complete lubrication of bearing surfaces.
In
some
cases it may be necessary to disassemble
to clear plugged channels.

When
vehicles are driven primarily in abnormally dusty or wet areas or when a vehicle is subject to
severe operating conditions, perform
these
services
more frequently. Under
these
conditions, no definite interval can be recommended because of the great variety of
uses
and conditions of use. 11

B
LUBRICATION B-3.
SERVICE
MAINTENANCE
SCHEDULE

Perform
the following operations at the mileage shown. Two thousand miles equals
3,200
km.

SERVICE
MAINTENANCE
SCHEDULE

OPERATION
VEHICLE
^ n>
MILEAGE
IN
THOUSANDS

6 8 10 12 24 30
Check Wheel Nut Torque*
Check
Fluid
Level
in Battery X Check
Fluid
Level
in Brake Master Cylinder0. X
Service
Cooling
System X Service Tires X

Lubricate
Distributor
Cam Lubricator (F4-134) X
Lubricate
Steering Linkage X

Lubricate
Propeller Shaft Universal Joints X

Lubricate
Propeller Shaft
Slip
Joints ; X
Lubricate
Tie Rod and Drag
Link
Sockets................................... X Change Engine
Oil
and
Filter,
and Service Air Cleaner (F4 134 Engine)** X
Change Engine Oil and
Filter,
and Service Air Cleaner (V6-225 Engine)**....
Check Brake Operation and Pedal
Free
Play X Check
Clutch
Pedal
Free
Play. .... X
Check all
V-Belt
Tensions X
Check Exhaust Emission System
(If
so equipped)*** \ X
Service Positive
Crankcase
Vent
Valve
and Breather . .' X
Road Test
Including
a Check of all Instrument
Lights
and Controls X Tune-up Engine
Check Operation of
Manifold
Heat
Control
Valve

Clean
Exterior of Radiator

Align
Headlights • Check Brake
Linings
,
Check Exhaust System for Leaks Replace Canister Air
Filter
(F. E. E. C. System)
Check
Axle
U-Bolt
Torque. Check Lubricaunt
Level
of Front
Axle
Universal Joints
Check Shock Absorber Mountings and Bushings Check Front and
Rear
Spring Bushings

Lubricate
Distributor
(V6-225).
Replace Spark, Plugs
Check Charging and Starting Circuits
Lubricate
Tailgate Latch, Supports and Hinges.

Lubricate
Door and
Hood
Hinge Pivots ;
Lubricate
Glove Compartment Door Latch

Lubricate
Heater Controls •

Lubricate
Windshield
Wiper and Washer Controls
Clean,
Repack and
Adjust
Wheel Bearings
Change Transmission and Transfer Lubricant. .
Replace
Dry-Type
Air Cleaner • Check Lubricant
Level
of
Differential

Lubricate
Transfer
Case
Shift
LeArer
Control
C«se.
. , . . . . . . . .
Continuing
each
2,000 miles

Continuing
each
6,000 miles

Continuing
each
24,000 miles

X
Continuing
each
30,000 miles
•Check after the
first
200 miles [320
km.
J
of operation.
If
wheel or wheels are changed for any
reason,
have
wheel nut torque rechecked after an additional two hundred miles of operation
••Service mileage shown or every 60 days, whichever occurs
first.

•••Maintenance check on emission system must be performed per
information
in this manual. "See text for brakes.

"Nj
^Miles
2,000
6,000
12,000
18,000
24,000
30,000
Kilometers

3,200
9,600
19,200
28,800
38,400 48,000

B-9.
Engine Oil

For
maximum
engine
protection under all driving conditions encountered during the recommended

oil
change intervals, it is necessary to use only

"MS"
certified
sequence-tested
oils. The term
"MS"
must appear on the oil container singly or

in
conjunction with other designations. "MS" des­
ignated oils are heavy-duty detergent oils that are
formulated to withstand all service conditions in
modern powerplants. Engine oils designated only
as
"ML"
and/or
"MM"
are not recommended and should not be used except in an emergency when

"MS"
oil is not available. Certified
sequence-tested

engine
oils are described on their containers by

such
phrases as:
meets,
exceeds,
excels, or has
proven superior in the
test
requirements,
test
sequences, MS Service
tests,
standards, and service

requirements,
of automotive manufacturers, auto­
makers,
or car manufacturers for MS service or
Service
MS.
It
may be necessary to change
engine
oil more
frequently than normally recommended, depending upon the type and quality of oil used, the severity
of operation conditions, if the
engine
is used for
short
periods in cold weather, or if the
engine
is allowed to idle for excessive periods.

Always
drain
the crankcase while the
engine
is hot since
dirt
and contaminants are then more
likely
to be held in suspension and therefore
will

drain
out more completely.
Drain
the crankcase as follows:

a.
Position the
drain
receptacle under the
drain

plug.

b.
Remove the
drain
plug using the correct size

wrench.
Be careful of hot oil.
c.
Carefully
clean the
drain
plug. Inspect and

replace
the gasket, if deteriorated.
d.
When the oil has drained, replace and tighten
the crankcase
drain
plug. 12

B

LUBRICATION
B-72.
Powr-Lok
or Trac-Lok
Differential

Refer
to Par. B-53.

B-73.
PARTS
REQUIRING
NO
LUBRICATION

B-74.
Water Pump Bearing,
Clutch
Release
Bearing

The
water pump and clutch release bearings are

prelubricated
for life when manufactured and cannot be relubricated.

B-7S.
Starter
Motor
Bearings

The
starting motor bearings are lubricated at assembly to last
between
normal rebuild periods.

B-76.
Alternator Bearings

The
alternator bearings are lubricated at assembly

and
require no further lubrication.

B-77.
Springs

The
vehicle springs should not be lubricated. At assembly the leaves are coated with a long-lasting

special
lubricant which is designed to last the life
of the springs. Spraying with the usual mixture of
oil
and kerosene has a tendency to wash this
lubri­

cant
from
between
the leaves, making it necessary
to relubricate
often
to eliminate squeaking.

B-78.
Shock Absorbers

Hydraulic
direct-action shock absorbers are per­ manently sealed and require no periodic
lubrica­

tion service. Shock absorber mounting bushings
are
not to be lubricated.

B-79.
LUBRICATION
REQUIREMENTS
FOR
OFF-HIGHWAY
OPERATION

Adequate lubrication
becomes
increasingly im­ portant when vehicles are used in off-highway
operation. Under
these
conditions all operating
parts
of both the
engine
and chassis are subjected
to unusual pressures. At the same time such operation is usually under abnormal dust and
dirt

conditions making additional precautions neces­

sary.
The importance of correct lubrication for
the conditions of operation cannot be overestimated.

B-80.
Engine
Oil

It
is important, that the oil in a new or rebuilt
engine
be changed after the first
eight
or ten hours
of operation, and for heavy, dusty work, every 50

hours
thereafter. Watch the condition of the oil closely and change it immediately if it appears to
be contaminated.

i-Il.
Engine
Oil
Filter

Replace
the oil filter at the end of the first 100

hours
of service. Under extreme operating con­ ditions, more frequent replacement may be re­
quired.
The condition of the oil is a reliable

indicator
of the condition of the filter element.
If
the oil
becomes
discolored and shows evidence
of contamination, change the filter without delay.
(Refer
to
Par.
B-10, B-ll for the correct procedure
for replacing the oil filter.)

B-82.
Air Cleaner

Care
of the air cleaner is extremely vital to the life of the engine. Pay particular attention to the
amount of dust and
dirt
in the air taken into the

engine
through the air cleaner. When dust is not
noticeable in the air, service the air cleaner each scheduled maintenance period. Whenever the air is
noticeably dusty (for example when the vehicle is

driven
on secondary roads or through fields) then
service the air cleaner more frequently. Under extreme continually dusty and dirty conditions
where the vehicle operates in clouds of dust and

dirt,
service the air cleaner daily. (Refer to Par.
B-24
thru
B-26 for service procedures.)

B-83.
Chassis
Lubrication

The
period of lubrication depends entirely upon the type of work being done. Using the specified

interval
given in the Service Maintenance Schedule as a guide, lubricate at safe intervals required for
the particular type of operation. Under extremely
dusty conditions lubricate
these
points daily. Be

sure
to force enough lubricant into each fitting to force out the old lubricant which might be con­
taminated with grit and which would cause
rapid

wear
if allowed to remain.
Do not place lubricant on the various
ball
and socket joints or pivot points of the lift linkage as
dirt
will
accumulate to form an abrasive mix­

ture.
It is
best
to simply wipe
these
parts clean

with
a cloth.

B-84.
Front
Axle
Shaft Universal Joints

For
off-highway use remove the universal joints twice yearly, thoroughly clean both the housings

and
joints with a suitable solvent, and
refill
the
housings to the
fill
plug opening levels with the

correct
lubricant as given in the
Lubrication
Specifications.

B-85.
Transmission and Transfer
Case

The
combined capacity of the two housings is
small
for economy, making it important that the

lubricant
be changed at regular intervals. For off-highway use
drain
both housings every 300

hours
of operation and
refill
to the
fill
plug opening
levels. Refer to B-35 through B-37 when changing

lubricant.

B-86.
Front and
Rear
Axle
Differentials

Because of the higher pressure developed in the
axle assemblies with heavy duty operation,
drain,

flush,
and
refill
the differential assemblies each 300 hours of operation. Use only flushing oil or light
engine
oil to clean out the housings (except

Powr-Lok
and
Trac-Lok
differentials). Refer to
Par.
B-52 and B-53 for draining and flushing

differential.
18

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

E

FUEL
SYSTEM
Contents

SUBJECT
PAR.

GENERAL
E-1 Dash

FUEL
EVAPORATIVE EMISSION
?*^r
CONTROL SYSTEM
..E-2
Canister
.E-3 . Demand Valve E-4

Fuel
Tank.
.E-5
Inspection Test. E-8
Sealed Gas Cap. E-7

Servicing
System E-9
Vapor
Separator or Expansion
Tank
E-6

CARBURETOR
—
HURRICANE F4 ENGINE.
. .
......
..... ,. . .E-10 Accelerating Pump System.............. .E-19 Accelerating Pump Maintenance E-20

Carburetor
Reassembly
E-2
2

Carburetor
Disassembly E-21
Choke
System E-17
Dash
Pot Adjustment E-44

Fast
Idle Adjustment E-18
Float
Adjustment E-12
Float
System. E-ll
High-Speed System . .E-15
Idle
Adjustment .E-14

Low-Speed
System . E-13
Metering Rod Adjustment E-16

CARBURETOR
~r
DAUNTLESS V-6 ENGINE
.E-25
Accelerator Pump Adjustment E-41 Accelerator Pump System. . E-30

Air
Horn Body Assembly E-39
Air
Horn Body Removal and Disassembly.
E-33

Carburetor
Cleaning and Inspection E-36
Carburetor
Removal E-32
Choke
System E-31

Curb-Idle
Speed and Mixture Adjustment. .E-42

E-1. GENERAL
The
fuel system of the Jeep Universal vehicle,
whether equipped with a Hurricane F4 or Daunt­

less
V-6 Engine,
consists
of the fuel tank, fuel lines, fuel pump, carburetor and
air
cleaner.
Fig. E-1, E-2.
Vehicles equipped with a
Fuel
Evaporative
Emis­

sion Control System
also
include a
non-vent

pressure and vacuum
sensitive
gas cap, a liquid
expansion and vapor separator tank, a carbon filled vapor
storage
canister, and a vapor purge line. Service information pertaining to the
Fuel
Evap­

orative Emission Control System is outlined in

Par.
E-2 through
E-9.
Refer to Figs. E-3 and E-4.
The
most
important
attention
necessary to the fuel
system is to
keep
it clean and free from water. It should be periodically inspected for leaks.

CAUTION—Whenever
a vehicle is to be stored for

an
extended
period, the fuel system should be com­

pletely
drained, the
engine
started and allowed to
run
until the carburetor is emptied.
This
will
avoid
oxidization of the fuel, resulting in the formation of
SUBJECT
PAR.
Pot Adjustment .E-44

nal
Carburetor Adjustments.........E-40

Idle
Adjustment
.
E-43 System . . .E-26

Bowl
Body Assembly E-38

Fuel
Bowl Body Disassembly E-34

Idle
System E-27

Main
Metering System E-28
Power System . E-29
Throttle
Body Assembly .E-37

Throttle
Body Removal, and Disassembly. .E-35

FUEL
PUMP
—
HURRICANE F4 ENGINE.
E-45, 54, 60

Cleaning
and Inspection.............
.E-57,
63 Disassembly E-46, 56, 62
Installation E-59, 65
Reassembly
.E-47,
58, 64
Removal
E-55, 61

Testing.
E-49, 50, 51, 52, 53, 66

Vacuum
Pump E-48

FUEL
PUMP
—
DAUNTLESS V-6 ENGINE
E-67
Removal
E-68

AIR CLEANER
—
CARBURETOR
E-69
ACCELERATOR
LINKAGE
.E-70

FUEL
TANK
AND
LINES
E-71
Float
Unit . .E-76
Fuel
Lines E-77
Fuel
Tank
. . .E-72

Fuel
Tank
Cap E-75

Fuel
Tank
Installation. E-74
Fuel
Tank
Removal E-73

SERVICE
DIAGNOSIS
E-78

SPECIFICATIONS.
E-79
gum in the units of the fuel system. Gum formation
is similar to hard varnish and may cause the fuel
pump valves or the carburetor
float
valve to be­
come
stuck or the filter screen blocked. Acetone or commercial fuel system cleaners
will
dissolve

gum formation. In
extreme
cases
it
will
be necessary
to dissassemble and clean the fuel system. In
most

cases, however, a
good
commercial fuel system sol­
vent
used in accordance with the manufacturer's
instructions or one pint [0,6 ltr.] of
acetone
placed
in
the fuel tank with
about
one gallon [4,5 ltr.]
of
gasoline
will
dissolve
any
deposits
as it
passes

through the system with the
gasoline.

E-2.
FUEL
EVAPORATIVE EMISSION CONTROL SYSTEM

Description and Operation

•
Refer to Figs. E-3 and E-4.

The
Fuel
Evaporative Emission Control System
is
designed
to reduce fuel vapor emission that 109

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

E
there is a relief valve that
opens
to reduce high
(dangerous) pressures in the fuel tank. In con­

junction
with the pressure relief valve there is a
vacuum
relief valve to
stop
collapse of the fuel

tank
in case of a plugged system or failure of the demand valve. When replacing the gas cap, the
same type must be used as originally installed.

E-8.
System Inspection Test

The
fuel emission vent system should be checked

carefully
to ensure the absence of any leaks to the
atmosphere of either liquid or vapor which might
affect the accuracy, safety, or performance of the control system.

To
assure that the sealed system has been properly

installed,
the following
test
procedure has been
developed.
Disconnect the vent line from the fuel tank system
to the activated charcoal canister, induce l/i p.s.i.
air
pressure. If this pressure can be maintained for

a
few seconds the vent system is assured to be sealed. DO NOT add air pressure to the canister
because damage can occur to the demand valve if
care
is not taken.

E-9.
Servicing the System

Periodic
Maintenance — Replace carbon canister filter at
12,000
miles
[19,200
km.] or 12 month in­tervals (more
often
for operation in dusty areas).

This
is the only regular maintenance service

required.

Canister
Filter
Replacement — Disconnect
hoses

from
top of canister, remove canister from mount
-

t
FIG.
E-5—CARBURETOR—
F4 ENGINE,
EARLY
MODEL
1—
Choke
Clamp
Bracket

2—
Choke
Shaft and
Lever
Assembly

3—
Fuel
Inlet
Elbow

4—
Bowl
Vent Tube 5—
Idle
Air Adjusting
Needle
6—
Throttle
Lever
and Shaft Assembly
7—
Idle
Speed Adjusting Screw
8—
Fast
Idle Connector Rod ing bracket. Remove cover from
bottom
of canister
by pulling it down to
disengage
clips. Remove and
discard
polyurethane filter element
(squeeze
ele­

ment out from under retainer bar).
Install
new
filter by squeezing element under retainer bar and positioning it evenly around entire
bottom
of
canister with
edges
tucked under canister lip, snap

bottom
cover in place, reinstall canister on bracket

and
reconnect
hoses.

Vapor
line
hoses
used in this system are made of

special
rubber material.
Bulk
hoses
are available for
parts
service.
Ordinary
rubber
hose
should not be
used to service vapor lines as they are subject to deterioration and may clog the system.
Liquid

vapor separators or expansion tanks and canisters

are
serviced as complete units only.
Canister
air filters, however, are serviced separately.

E-10.
CARBURETOR
—
HURRICANE
F4
ENGINE

A
single-barrel manual choke, down-draft carbure­
tor (Fig. E-6) is used on the
Hurricane
F4 engine.
The
carburetor is internally vented by a tube
opening located in the air horn body of the
car­

buretor.
This
opening is connected by a rubber
tube to the air
outlet
horn of the air cleaner thus
allowing only filtered atmospheric pressure air
to enter the float chamber for balance pressure
of the carburetor fuel.

Note:
A carburetor with a specific flow character­

istic
is used for exhaust emission control. The
carburetor
is identified by a number, and the correct

carburetor
must be used, when replacement is
necessary.

Early
production models
CJ-3B,
CJ-5,
CJ-5A,
CJ-6,
and
CJ-6A
have a
Carter
YF-938SD
carbure­
tor superseding the earlier
YF-938SC,
YF-938SA,

or
YF-938S
models.

Note."
Conversion kits for changing earlier models
to SD models are available. See Par E-23. It is recommended that when a carburetor is converted
that a tag be fashioned stamped with the new model number and installed under one of the air

horn
screws.
Look
for such a tag to determine if
the carburetor has previously been converted.

Carburetors
listed above are all in the same YF
series and have only minor differences. Descriptions
and
repair procedures given in the following
para­
graphs apply equally to all
YF-series
carburetors.
YF-series
carburetors employ manual and vacuum
control of the metering rod and accelerator pump.
The
carburetor controls and vaporizes the fuel
through five separate systems: float system, low-
speed system, high-speed system, choke system,

and
accelerating-pump system. A description of the function and operation of each system provides an over all description of the carburetor.

For
identification, the series designation is stamped
on the body under the name
Carter
and the model
designation is stamped on a flange protruding
from
the body.

Note:
When checking for carburetor icing causes,
also check the vacuum-pump-to-manifold vacuum
line connector. 113

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

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

F EXHAUST SYSTEM

Contents

SUBJECT
PAR.

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

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

MAINTENANCE
REQUIREMENTS
F-4

EXHAUST SYSTEM SERVICING
F-5
SUBJECT
PAR.

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

Heat
Control Valve Replacement F-7

Muffler
Replacement F-9
Tail
Pipe Replacement F-10

EXHAUST SYSTEM SPECIFICATIONS.
.
F-11

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

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

manual.
F-2. Hurricane
F4 Engine Exhaust System

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

and
is completely water jacketed.
This
construction

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

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

3—
Exhaust
Pipe Extension
4—
Clamp

5— Tail
Pipe 6—
Muffler
7—
Clamp

8—
Support
Strap

9—Bolt

10—Support
Strap
11—Bracket

12—
Insulator

13—
Bracket

14—
Nut
and
Lockwasher
15—
Washer

16—Bolt

17—
Gasket

18—
Bolt
19— Nut
137

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

©

1

1

©-
IT

T"

I

FIG.
F-3—EXHAUST SYSTEM —
LATE
MODEL

A—Hurricane
F4 Engine B—Dauntless V6 Engine
1—
Exhaust
Pipe F4 Engine

2—
Exhaust
Pipe
Extension
— F4 Engine

3—
Muffler

4—
Tail
Pipe
5—
Right
Exhaust
Pipe V6 Engine

As
the
engine
increasingly warms up the thermo­ static spring tension decreases until it allows the
valve to open completely.
That
restores usual ex­ haust operation.

As
part of regular tune-up procedure the valve operation should be checked. Valve plate should
move
freely, without binding or excessive play.
If
necessary to replace the heat control valve (Fig.

F-6),
disconnect exhaust pipe from valve. Remove
two attaching
bolts
and valve from exhaust mani­
fold. Fasten replacement valve to manifold with two bolts. Torque
bolts
15 to 20 lb-ft [2,1 a 2,8

kg-m.].
No gasket is required
between
valve and manifold. Connect exhaust pipe to valve.

To
remove the exhaust manifolds, disconnect the heat riser
tubes
and the exhaust pipe or the heat
control valve from the manifold. Remove the cap screws that secure the manifold to the cylinder
head; remove the manifold. 6—
Left
Exhaust
Pipe V6 Engine
7—
Exhaust
Pipe
Clamp

8—
Front
and
Rear
Muffler
Clamp

9—
Tail
Pipe
Clamp

Install
the exhaust manifold(s) and torque cap
screws 15 to 20 lb-ft. [2,07 a 2,8 kg-m.]. Refer
to Fig. Dl-42.
F-4.
MAINTENANCE REQUIREMENTS

The
exhaust system must be free of exhaust gas leaks and vibration. The system should be checked periodically and all
loose
or broken hanger supports
should be tightened or replaced. In addition, check
for
dents
or restrictions in the tail pipe, exhaust pipe, or muffler as such restrictions can cause faulty

engine
performance. Exhaust gas leaks in the sys­
tem are dangerous as well as being noisy.
Occasionally,
vibrations may be the result of mis­
aligned hanger supports. These vibrations can be
eliminated by loosening the clamps and changing position so that the exhaust pipe, muffler, and tail
pipe
will
be in proper alignment, free of contact

with
the frame or body. 139