set clock JEEP CJ 1953 Service Manual

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

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

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

C
12763

FIG
C-13—
DELCO
DISTRIBUTOR —
DAUNTLESS V-6 ENGINE
1—
Rotor
8—Access Passage

2—
Breaker
Plate Assembly 9—Shaft Bushing
3—
Lubrication
Reservoir 10—Vacuum Assembly
4—
Primary
Terminal
11—Cam
5—
Distributor
Housing 12—Weight Assembly 6—
Shaft
Bushing 13—Cap
7—
Gear
begins
to misfire, then
give
the wrench one-half

turn
in the
opposite
direction (counterclockwise),
thus giving the approximate cam dwell angle re­
quirement

Note:
Prestolite and Delco distributors are inter­
changeable on V-6
engine
equipped vehicles.

c.
Dauntless V-6 Engine (Prestolite).
•
Refer to Fig. C-l5.

The
Prestolite distributor installed on the V-6
engine
is similar in construction to the distributor
installed on the F4
engine
except for the addition
of a vacuum advance mechanism.

The
spark advance is fully automatic being con-
FIG.
C-14—ADJUSTING CONTACT POINT GAP —
DAUNTLESS V-6 ENGINE (DELCO) trolled by built-in centrifugal weights, and by a

vacuum
advance system.

The
same service checking procedure outlined
in
Par.
C-lOa,
are used for the Prestolite V-6

distributor
with exception of specifications. 12963

FIG.
C-15—-PRESTOLITE DISTRIBUTOR V-6 ENGINE
1—
Vacuum
Advance Unit
5—Lubricating
Wick

2—
Distributor
Points 6—Condenser

3—
Breaker
Arm Pivot 7—Adjusting
Eccentric
Screw
4—
Distributor
Cap 8—Adjusting
Lock
Screw
(Rotation
&
Firing
Order)
Specifications for the V-6 Prestolite distributor are
as follows. The condenser capacity must be .25 to 28 mfd., contact breaker arm tension 17 to 22
ounces [482 a 624 gr.], and breaker point gap .016" [0,406 mm.]. The cam angle must be set
at 29° ±3° with distributor vacuum line discon­
nected.

C-11.
Replacement and Adjustment of Prestolite

Distributor Point
Set — V-6
Engine

Replace
the Prestolite distributor contact set as
follows:
a.
Remove the distributor cap from the distributor.
Remove the rotor.
b. The condenser and primary leads are retained
by breaker point spring tension. Refer to Fig.

C-12
and C-15. Relieve spring tension to remove
the leads.
c. Remove the contact set retaining screw and remove the contact set.

d.
Remove the condenser screw and remove the condenser.
e.
Install
new parts by reversing the removal pro­
cedure. Relieve spring tension of the breaker point

spring
to install the primary and condenser leads.

f.
Rotate the crankshaft until the distributor cam
holds the distributor points to a wide-open position.

Check
the gap
between
the points. Then slightly

loosen
the contact set mounting screw and adjust
the contact point gap to the proper dimension.

Tighten
the mounting screw when correct gap is attained.
C-12. Breaker
Lever
Spring Tension
One
of the most important items to check is the

breaker
lever spring tension.
This
is checked with

a
spring scale hooked immediately behind the

breaker
lever contact. Spring tension required to
open the contact points are given in Par. C-10. 27

c

TUNE-UP
C-13. Replacement and Adjustment of

Delco
Distributor Point Set

When
inspection of the contact points show re­ placement to be advisable, the following procedure
should be used. See Fig. C-13.

Note:
The service replacement contact point set
has the breaker spring tension and point alignment
adjusted at the factory.

Removal
of
Contact Point
Set

a.
Remove distributor cap by inserting a screw­

driver
in upper slotted end of cap retainers,
press

down and turn 90° counterclockwise. Push distri­
butor cap aside and remove rotor. Disconnect the condenser and primary leads from their terminal
by loosening the retaining screw. If there is no

retaining
screw, simply slip leads out.
b. Loosen two screws and lock
washers
which hold
the contact point set in place. Then remove point
set.

Installation
of
Contact Point
Set.

a.
Slide contact point set over
boss
on breaker
plate and under the two screw heads. Tighten two
screws and lock washers.

b.
Install
condenser and primary leads.

Note:
Leads must be properly positioned so they

will
not
come
in contact with
bottom
of weight
base or rotor.

c.
If
engine
does
not start readily, position contact

arm
rubbing block on peak of cam lobe, insert
V%"
[3,86 mm.] Allen wrench in adjusting screw and

turn
screw in (clockwise) until contact points

just
close. Then back screw out (counterclockwise)
V2
turn
(180°)
to obtain a point gap of approxi­
mately .016" [0,406 mm.] for a preliminary setting.

Adjustment
of
Contact Points
—
Engine Running
Note:
When adjusting contact point dwell angle,
always follow the instructions which
come
with the

dwell
meter.

a.
Connect dwell tester leads: red to distributor
side of coil, black to ground.

b. Turn
selector switch to position for
6-lobe
cam.

Turn
ignition switch on.

c.
Start engine.
Lift
adjustment window and insert
Vs"
[3,86 mm.] Allen wrench in adjusting screw.
Set dwell angle at 30 degrees. See Fig. C-14.

d.
After adjusting dwell angle, always check
ignition timing.

C-14.
Check
Ignition
Timing

a.
Hurricane F4 Engine.
If
a neon timing light is available, use it to check
igntion timing following the instructions of the
timing light manufacturer.

In
the absence of a timing light, remove No. 1

spark
plug and turn the
engine
over until No. 1
piston is on compression stroke as indicated by
air
being forced from No. 1 spark plug opening.
Turn
the
engine
slowly until the specified
degree
mark
on the timing gear cover is in alignment with
FIG.
C-l6—HURRICANE
F4
ENGINE

TIMING
MARKS
the notch on the crankshaft pulley. Fig. C-l6 shows
the timing pointer arrangement of the Hurricane
F4
engine. Refer to Ignition Timing Specifications
Par.
C-30. When the piston is positioned 5°
BTC,

timing is correctly set if the distributor rotor arm
points to No. 1 terminal in the distributor cap and
the distributor points are just ready to break. See
Fig.
C-12. Timing may be altered by loosening the

distributor
mounting clamp and turning the distri­
butor.
Turn
the distributor clockwise to advance
the timing and counterclockwise to retard the tim­
ing.
Do not overtighten the mounting clamp screw.
FIG.
C-l7—DISTRIBUTOR ROTATION
AND

FIRING
ORDER,
F4
ENGINE b.
Dauntless V-6 Engine.

Check
timing with a timing light connected to the

spark
plug of No. 1 cylinder (front cylinder, left

bank).
Yellow timing
mark
on the vibration damper must align with the specified
degree
mark

on the timing indicator (Fig.
C-18).
Refer to
Igni­

tion Timing Specifications Par. C-30. With the
engine
running at correct idle speed and the vacu­

um
advance
hose
disconnected from the distributor

and
the line plugged, check for correct timing
set­

ting. If necessary,
loosen
the distributor clamp bolt

and
rotate the distributor until proper alignment of timing marks is attained. Tighten mounting

screw.
After correct setting is made, unplug the

vacuum
line and reconnect it, operate the
engine
and
check operation of the vacuum advance.

Note:
Turn
the distributor counterclockwise to ad­
vance timing; turn clockwise to retard timing. 28

c

TUNE-UP
Carburetor
equipped with the
External
Idle Mix­
ture
Limiter
Cap is the same as outlined below
in
Pars.
"A"
through
"D";
however, because of the
Idle
Limiter
Cap,
the idle mixture screw
CANNOT

be adjusted in the counter-clockwise
(rich)
direc­
tion. The adjustment is made from the
rich
stop
position and the mixture screw is turned in (clock­
wise) approximately 3A turn to
"Lean
Best Idle."

Refer
to Fig. C-25.

The
"Lean
Best Idle" method of idle setting is as follows:

a.
Any scheduled service of ignition system should
precede this adjustment.

b.
Connect tachometer or vacuum
gauge
to engine.

c.
Warm
up
engine
and stabilize temperatures.
d.
Adjust
engine
idle to speed desired, using throt­
tle idle speed adjusting screw.

e.
Carburetors without Idle
Limiter
Cap turn idle
mixture screws out (counterclockwise) until a
loss
of
engine
speed is indicated; then, slowly turn mix­
ture screw in (clockwise-leaner) until maximum speed (RPM) is reached. Continue turning in (clockwise) until speed
begins
to drop; turn mix­
ture adjustment back out (counterclockwise-richer)

until
maximum speed is just regained at a "lean as possible" mixture adjustment. Refer to
Fig.
C-24.
FIG.
C-24—CARBURETOR —
HURRICANE 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 Shalt Assembly
7—
Idle
Speed Adjusting Screw
8—
Fast
Idle Connector Rod
FIG.
C-25—CARBURETOR —
F4 ENGINE,
LATE
MODEL 1—
Choke
Clamp Bracket
2—
Throttle
Lever
and Shaft

3—
Choke
Shaft and
Lever

4 Bowl Vent Tube 5—
Fuel
Inlet Elbow 6—
Dash
Pot Bracket 7—
Throttle
Lever
8—
Dash
Pot Plunger
9—
Dash
Pot Assembly
10—
Lock
Nut
11— Stop Pin
12—
Idle
Mixture
Limiter
Cap 13—
Idle
Speed Adjusting Screw
14—
Fast
Idle Connecting Rod
Note:
When adjusting the mixture screw never
seat the screw tight during the adjustment proce­

dure
as this can damage the screw needle.

•
Dauntless V-6 Engine.

The
"Lean
Best Idle" method of idle setting is
as follows:
a.
Any scheduled service of ignition system should
precede this adjustment.
b. Connect tachometer to engine.

c.
Warm
up
engine
and stablize temperatures.
d.
Adjust
engine
idle to speed desired, using throt­
tle idle speed adjusting screw.
Note:
The
Carter
YF-6115S
Carburetor
has a throt­
tle return spring attached from the carburetor

main
body to the carburetor throttle shaft The purpose of this spring is to return the throttle
to idle speed position should a linkage failure
occur.
FIG.
C-26—CARBURETOR —
DAUNTLESS V-6 ENGINE 1—
Fuel
Inlet
2—
-Choke
Housing

3—
Choke
Cable Bracket
4—
Idle
Speed Adjusting Screw
5—
Idle
Fuel-Air
Mixture Screws 32

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

C

FIG.
C-2
7—FAN
BELT
—
DAUNTLESS
V-6
ENGINE
e. Adjust mixture by turning idle mixture screws
out (counterclockwise) until a loss of engine speed
is indicated; then, slowly
turn
both mixture screws

in
clockwise (leaner) until maximum speed (RPM)
is reached. Continue turning in (clockwise) until a slight drop in speed (RPM) is noted. Make certain
both mixture screws are adjusted equally.
This
will

ensure a "lean as possible" mixture adjustment.

Readjust
idle
stop
screw to idle engine at the
specified
R.P.M.

Note:
This
method of adjusting idle mixture must
be used to keep hydrocarbon and carbon monoxide
emissions to a minimum.

Note:
No fast idle speed adjustment is required.

Fast
idle is controlled by the curb idle speed ad­ justment screw. If the curb idle speed is correctly set, the fast idle speed
will
be correct.
C-26.
Dash
Pot
Adjustment

Refer
to Section
E, Par.
E-44 for proper carburetor

dash
pot adjustment procedure.

C-27.
Check
Fan
Belt

The
fan belt drives the fan, alternator, and water

pump.
See Fig. C-27.

Inspect
the fan belt for serviceability and proper
tension. The tension should be checked with the
Belt
Tension Gauge, W-283. The correct tension on a used belt is 70 to 80 pounds [31,7 a 36,2 kg.]

and
on a new belt 110 to 120 pounds [49,8 a 54,5 kg.]. When preparing for delivery of new car,
the belt strand tension should be 80 to 110 pounds [36,2 a 49,8 kg.]. When installing a new belt, adjust
the strand tension 110 to 120 pounds [49,8 a 54,5 kg.].

Adjust
the fan belt tension by loosening the clamp
bolt on the alternator brace and swinging the alter­

nator
away from the engine until proper belt ten­
sion is obtained.
Then
tighten the clamp bolt.

Note:
If no
gauge
is available approximate correct
tension is obtained when the thumb pressure mid­
way between the pulleys causes the belt to flex
y%
inch
[IV4
cm.].

C-28.
ROAD TEST VEHICLE

After
completing the tune-up, road
test
the vehicle for power and overall performance. Make neces­
sary
adjustments.

Note:
Engine run on or "dieseling" is a condition

in
which combustion continues to take place after
the normal ignition
spark
from the distributor has
been shut off by turning off the ignition switch. It is generally caused by excessive engine idle speed

in
combination with retarded ignition timing, en­ gine heat soak or the use of low octane fuel.

Should
engine dieseling (engine running after igni­
tion key is turned off) be experienced on V-6 engine equipped vehicles, installation of Idle Stop
Valve
Kit
Part
No. 991722
will
correct the

difficulty.
33

D

HURRICANE
F4
ENGINE
D-7.
Remove Water Pump
Remove the
bolts
and lockwashers that attach the
water pump to the cylinder block. Remove the water pump.

D-8.
Remove
Exhaust
Manifold
Remove the five nuts from the manifold studs.

Pull
the manifold off the mounting studs. Remove the center and two end gaskets from the cylinder
block. See Section Fl for exhaust emission con­ trolled engines.

D-9.
Remove Oil
Filler
Tube

Loop
a piece of wire several times around the tube
below the top and make a
loop
through which a
pry
bar may be used to pry over the top of the

engine
water
outlet
fitting.
Pull
on the tube, tapping it just above where it enters the crankcase.

D-10.
Remove Water Outlet Fitting
Remove the nuts and lockwashers that attach the
water
outlet
fitting to the cylinder head.
Lift
the
outlet
fitting from the cylinder head.

D-11.
Remove Thermostat

With
the water
outlet
fitting removed, the thermo­
stat can be lifted from the water
outlet
elbow on the cylinder head.

D-12.
Remove
Crankshaft
Pulley
Remove the crankshaft nut.
Install
a puller and
pull

the pulley from the crankshaft.

D-13.
Remove Distributor

a.
Remove
spark
plug cables from the distributor
cap,
noting the order in which they are assembled to ensure correct reassembly. No. 1
spark
plug

terminal
is in the 5 o'clock position. Starting with this tower the cables are installed in a counter­clockwise direction in
1-3-4-2
firing order.

b.
Remove the
primary
lead from the terminal

post
at the side of the distributor.
c. Remove the screw holding the distributor to the crankcase and lift the assembly from the engine.
D-14. Remove Oil Pump

The
oil pump is located externally on the left side
of the engine. If only the oil pump is being removed

with
the
engine
in the vehicle, set No. 1 piston at
TDC
for reference for reinstalling the oil pump
without greatly disturbing the ignition timing.
First
remove the distributor cover and
note
the
position of the distributor rotor.
If
the distributor is already removed, sight through
the distributor
hole
before removing the oil pump.
The
slot should be near vertical. Remove the capscrews and lockwashers attaching the oil pump
to the cylinder block.
Carefully
slide the oil pump

and
its drive shaft out of the cylinder block.

D-1S.
Remove
Crankcase
Ventilation Valve

To
remove the crankcase ventilation valve from
the elbow fitting screwed into the inlet manifold of the cylinder head, first remove the
hose
and
clamp from the valve (Fig. D-32), then using a
wrench
carefully unscrew the valve from the
elbow.

D-l6.
Remove Rooker Arm Assemblies

The
rocker arm cover was previously removed as

a
step
of the
engine
removal (Par. D-5).
Remove the nuts from the rocker arm shaft support
studs, and lift the rocker arm assembly off the studs.
Lift
the intake valve push rods out of the
cylinder
block.

D-17.
Remove
Cylinder
Head

a.
Removal.
Disconnect the oil line from the flared tube con­
nector and remove the rocker arm attaching stud nuts, and rocker arm shaft assembly if not pre­
viously removed. Two end head
bolts
cannot be removed until the rocker arm shaft is removed.
Remove the cylinder head bolts.
There
is one
cylinder
head bolt located below the carburetor
mounting, inside the intake manifold, that must
not be overlooked.

Carefully
lift the cylinder head off the block.
Remove the valve push rods and the valve lifters.
FIG.
D-3—REMOVING
RIDGE
WITH
REAMER

Remove and discard the cylinder head gasket,
b. Disassembly.
Disassemble the parts of the cylinder head as
follows:
With
a spring compressor tool remove the
two-piece
locks recessed in the valve spring re­

tainers.
Pull
the
O-ring,
valve spring, and valve out
of the cylinder head. Identify the valves for return to the same
guides
from which they are removed.
42

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

D
Lubricate
the connecting rod bearing surfaces
generously with
engine
oil and install the bearing
cap with the numbered side matched to the num­
bered side of the connecting rod. Torque the nuts
evenly 35 to 45 lb-ft. [4,8 a 6,2 kg-m.]. The con­
necting rod cap nuts are locked with stamped nuts.

Used
stamped nuts should be discarded and re­
placed with new
ones.
These locking stamped nuts
should be installed with the flat face toward the
connecting rod nut.
Turn
the locking nut finger
tight and then 34
turn
more with a wrench. Refer
to Par. D-36 for detailed information on fitting pistons and rings in the cylinder bores.

D-96.
Install
Crankshaft
Pulley

Align
the keyway in the pulley with the woodruff key installed in the crankshaft. Drive the pulley

onto
the crankshaft and secure it in place with
the crankshaft pulley nut. Insert a block of wood

between
one of the counterweights on the
crank­

shaft and the side of the cylinder block to prevent the crankshaft from turning, then tighten the nut.

D-97.
Install
Oil Pan
Before installing the oil pan, make a final internal
inspection particularly making certain that the
inside of the cylinder block is clean. Apply a thin
coat of gasket paste on the oil pan. Place the new

oil
pan gasket in position. Set the oil pan in posi­
tion on the cylinder block and install the oil pan.
Torque
the attaching
bolts
12 to 15 lb-ft. [1,7 a 2,1

kg-m.].
Install
the oil pan
drain
plug and gasket

and
tighten the plug securely.

D-98.
Install
Cylinder
Head

Make
certain that the entire top of the cylinder

block
assembly, the lower surface of the cylinder

head,
and the cylinder head gasket are clean. Blow

all
dirt
or carbon out of the blind tapped bolt
holes

in
the cylinder block before the cylinder head and gasket are installed. Using aerosol spray sealer

Part
No. 994757, spray a thincoat on both surfaces
of the head gasket, position the new cylinder head gasket with the crimped
edges
of the gasket metal down (See Fig. D-31).
This
gasket position allows a
positive seal along the narrow surfaces of the
cylin­

der
head
between
the combustion chambers and
eliminates the possibility of burning combustion
10102

FIG.
D-41—CYLINDER
HEAD
BOLT
TIGHTENING
SEQUENCE
gases
reaching
an
asbestos
portion of the cylinder
head gasket.
Install
the cylinder head bolts. Tighten

the
bolts
with a torque wrench to 60 to 70 lb-ft. 8,3 a 9,7
kg-m.]
in the sequence shown in
Fig.
D-41.
Do not overlook installing the cylinder head bolt

in
the intake
manifold
directly under the
car­

buretor
opening.

D-99.
Install
Rocker Arm Assembly

a.
Insert
ball
ends of the intake valve push rods through the cylinder head and cylinder block and
seat them in the cupped head of the intake valve
tappets.

b.
Install
the
rocker-arm
assembly on the 'four

rocker-arm-mounting
studs. Align the rocker arms
so that the
ball
ends of the intake valve tappet

adjusting
screws fit into the cup ends of the push
rods.

c.
Install
the four rocker-arm-attaching nuts.
Thread
each nut down evenly in sequence, one

turn
at a time, until the torque is 30 to 36 lb-ft. [4,1 a 5,0 kg-m.].

d.
Cement a new gasket on the rocker arm cover.
Install
the cover placing an oil seal then a flat

washer
and nut on each cover stud. Cement a new gasket on the exhaust valve cover.
Install
the cover and crankcase ventilation fittings using a
new gasket back of the vent cover and new copper
ring
gaskets under the attaching screw heads.

Torque
the valve tappet cover nuts 7 to 10 lb-ft. [1,0 a 1,4 kg-m.].
D-100.
Install
Distributor and
Spark
Plugs

To
correctly install the distributor, it
will
be neces­

sary
to place No. 1 piston in the firing position.
To
locate the firing position of No. 1 piston, first

turn
the
engine
until No. 1 piston is moving up on
the compression stroke as indicated by compression

pressure
being forced through the
spark
plug open­

ing.
Turn
the
engine
slowly until the 5° before top
center
mark
on the timing gear cover is in align­
ment with the
mark
on the crankshaft pulley. Oil
the distributor housing where it bears on the
cylin­
der
block and install the distributor. Mount the

rotor
on distributor shaft and
turn
the shaft until
the rotor points towards No. 1
spark
plug terminal
tower position (when cap is installed, about 5
o'clock) with the contact points just breaking.
Move the rotor back and forth slightly until the

driving
lug on the end of the shaft enters the slot cut in the oil pump gear and slide the distributor
assembly down into place. Rotate the distributor body until the contact points are just breaking.
Install
the hold down screw.

Connect
the core
primary
wire to the distributor.

Clean
and adjust the
spark
plugs, setting the elec­

trode
gaps
at .030" [0,762 mm.].
Install
the plugs
to prevent any foreign matter entering the com­
bustion chambers during the remaining operations.
Torque
the
spark
plugs 25 to 30 lb-ft. [3,5 a 4,6

kg-m.].

Install
spark
plug cables, placing them in the dis­

tributor
cap terminal towers starting with No. 1

and
installing in a counter clockwise direction of
the firing order sequence (1-3-4-2). 67

'Jeep9
UNIVERSAL
SERIES
SERVICE
MANUAL

h.
Check
ignition (distributor) timing; reset if
necessary.

i.
Check
carburetor
adjustments; reset if necessary,

j.
With
engine
fully warmed up, tighten cylinder
head and manifold
bolts
and nuts to specified
torque.
Check
cylinder head gaskets and
bolts
for
air
or coolant leaks.

Note:
Tightness of cylinder head
bolts
should be
checked and corrected after 500 to 600 miles [800

a
960 km.] of normal operation.

k.
Check
fan belt tension; adjust if necessary.

I.
Check
for and correct any oil leak, fuel leak or
coolant leak.
D-107.
VALVE
ADJUSTMENT

Proper
valve adjustment is important to prevent
burning
of valves and poor
engine
performance.

This
adjustment consists of obtaining a specified

lash
in the valve mechanism. The exhaust valve
tappets and the intake valve rocker arms should be adjusted to the proper clearance with the
engine

cold (at room temperature). Valve clearance can
be properly adjusted only when the tappet is on the
heel or low portion of the cam.
INTAKE

OPENS

9°
BTC?

FIG.
D-43-
10270

-VALVE
TIMING
D-108. Valve Adjustment Procedure

The
exhaust valve tappets are adjusted by turning
the adjusting screw in or out of the tappet as neces­
sary
to obtain the proper clearance. Where special
wrenches can be obtained, they should be used to facilitate the adjustment. The proper clearance is .016" [0,406 mm.]
between
the end of the adjusting
screw and the
bottom
of the exhaust valve.

Crank
the
engine
over to
close
a valve and check
the clearance with a feeler
gauge.
To adjust, hold
the tappet with one wrench and
turn
the adjusting

screw,
with the other.
Check
and adjust each of
the tappets in proper sequence.

Adjust
each intake valve by adjusting the rocker
arm
screw at the push rod to obtain .018" [0,457 mm.] clearance
between
the rocker arm and the
valve stem with tappet on the heel of the cam.
D-109.
Check
Valve
Timing

To
check the valve timing, carefully set the intake
valve rocker arm adjustment for No. 1 cylinder to .026"
[0,6604
mm.]
between
the rocker arm and the
valve stem. Rotate the crankshaft clockwise until
the piston in No. 1 cylinder is ready for the intake stroke. The intake valve
opens
9° before top center
(BTC).
Note
the distance
between
the
"TC"
and
"5°"
marks on the indicator on the timing gear
cover and estimate the 9° before top center position.
See
Fig.
D-43.
With
the crankshaft in this position, timing is correct if the rocker arm is just tight
against the intake valve stem. Do not overlook resetting the rocker arm adjustment to the correct

running
clearance.
D-110. Positive
Crankcase
Ventilation

Be
sure there are no air leaks at the tube connec­
tions
between
the air cleaner and the oil filler tube,

and
that the oil filler tube cap gasket is in
good

condition. Always keep the cap locked securely in
place. When tuning the
engine
or grinding valves, remove the control valve and clean it thoroughly.
If
the valve is blocked with carbon, the ventilating
system
will
not operate and, should the valve

fail
to seat, it
will
be impossible to make the
engine

idle satisfactorily. Refer to Par. C-6 for servicing.
D-111. Oil
Filter

The
engine
is equipped with a throw-away type

oil
filter.
This
oil filter must be serviced periodi­
cally
as outlined in the
Lubrication
Section. 69

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

E

FIG.
E-9—LOW-SPEED
SYSTEM

1—
Body
Flange 6—Idle Air Bleed

2—
-Idle
Adjustment Screw Port
7—Air
By-pass
3—
Idle
Port 8—Economizer

4—
Idle
Well
9—Metering Rod Jet
5—
Low
Speed Jet 10—Idle Adjustment Screw
in
Pars.
"A"
through
"D";
however, because of the

Idle
Limiter
Cap,
the idle mixture screw
CANNOT

be adjusted in the counter-clockwise
(rich)
direc­
tion. The adjustment is made from the
rich
stop

position and the mixture screw is turned in (clock­
wise) approximately %
turn
to
"Lean
Best
Idle."
Refer
to Fig. E-6.

The
"Lean
Best
Idle"
method of idle
setting
is as
follows:

a.
Any scheduled service of ignition system should precede this adjustment.

b.
Connect tachometer or vacuum
gauge
to
engine.

c.
Warm
up
engine
and stabilize temperatures.

d.
Adjust
engine
idle to
speed
desired, using throt­tle idle
speed
adjusting screw.
e. Carburetors without Idle
Limiter
Cap
turn
idle
mixture
screws out (counterclockwise) until a
loss

of
engine
speed
is indicated; then slowly
turn
mix­
ture
screw in (clockwise
-leaner)
until maximum

speed
(RPM) is reached. Continue turning in (clockwise) until
speed
begins
to drop;
turn
mixture
adjustment back out (counterclockwise
-rich)
until
maximum
speed
is just regained at a "lean as
possible" mixture adjustment.

E-15.
High-Speed System

Fuel
for part-throttle and full-throttle operation
is supplied through the high-speed system shown

in
Fig. E-10. A metering rod and metering rod

jet
control the amount of fuel admitted through the nozzle for high-speed operation. The lower
end of the metering rod is calibrated in size to

accurately
meter the fuel required. As the rod
|
13346

FIG.
E-10—HIGH-SPEED
SYSTEM

1—Nozzle 7—Pump Diaphragm
Spring

2
—Metering
Rod 8—Diaphragm Assembly

3—
Pump
Lifter
Link
9—Chamber

4—
Metering
Rod Arm Assembly
10—Metering
Rod Jet 5—
Diaphragm
Shaft
11—Carburetor
Casting

6—
Upper
Pump Spring 12—Carburetor Bore is automatically raised and lowered in the jet,
the opening in the jet is varied in size to supply
fuel
proportionate to the requirements through the
higher
speed
and power range. The metering rod
is both mechanically and vacuum controlled and is
attached to the metering rod arm assembly.
During
part-throttle operation, vacuum in chamber

pulls
diaphragm down, holding metering arm
assembly against pump lifter
link.
Movement of the metering rod is controlled by the
pump lifter
link
which is attached to the carburetor
throttle shaft. At all
times
vacuum in the chamber
is strong
enough
to overcome the tension of pump

diaphragm
spring. Upper pump spring serves as

a
bumper upon deceleration and as a delayed
action spring upon acceleration. Under any operat­ ing condition, when the pump diaphragm spring
overcomes vacuum in the chamber, the metering

rod
will
move
toward the wide throttle (power) position.

Note:
Nozzle is pressed in and should not be
removed.

E-16.
Metering Rod Adjustment

Check
metering rod adjustment each time the

carburetor
is reassembled. Before adjustment is
made, be sure that the flat of metering rod arm
is parallel to the flat of pump lifter
link
as shown
(Fig.
E-10.).
With
the throttle valve
seated
in
car­

buretor
bore, press down on the upper end of
diaphragm
shaft until the diaphragm
bottoms

in
the vacuum chamber. The metering rod should
now
seat
on casting with the metering rod
arm
flat against the pump lifter
link.
If the meter­
ing rod
does
not
seat
on the casting (check by 115