tire type JEEP CJ 1953 Service Manual
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Page 7 of 376
'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
Page 12 of 376
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
Page 17 of 376
'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL
B
Reinstall
the axle shafts, and
refill
the housings to
plug level using the universal joint lubricant
specified in
Lubrication
Specifications.
B-56.
Front
Axle Wheel Bearings
To
lubricate the wheel bearings, it is necessary
to remove, clean, repack, and adjust them. When
front wheel hubs and bearings are removed for
lubrication,
they should be thoroughly washed in a
suitable cleaning solvent. The bearings should be
carefully
dried and then given a thorough cleaning
and
inspection. Use a clean brush to remove all
particles
of old lubricant from bearings and hubs.
After
the bearings are cleaned, inspect them for
pitted races and rollers. Also, check the hub oil
seals.
Note:
Wheel bearing lithium base lubricants are
used at the factory for
initial
fill
of
these
bearings.
When
lithium base and sodium base lubricants are
mixed,
the result is a thinned-out mixture that
can
bleed through seals. It is therefore important
that lubricants with the correct base be used when
lubricating
the wheel bearings.
Should
leaks occur at wheel bearing seals, the leaks
may
be caused by a mixture of two
types
of
lubri
cants.
In such cases, the old lubricant should be
completely removed before new lubricant is added.
Wheel
bearings should be thoroughly cleaned,
lubricated
with lithium base and reinstalled.
Repack
the bearing
cones
and rollers with grease
and
reassemble hub in the reverse order of the
disassembly. Test the bearing adjustment as out
lined
in Section Q.
B-57.
Rear
Axle Wheel Bearings
The
Rear
wheel bearings an early models equipped
with
lubrication fittings with a vent opening
through the housings above each fitting should be
lubricated
sparingly, each
2,000
miles
[3.200
km.].
Use
a hand compressor and wheel bearing grease,
forcing
the grease through each lubrication fitting
until
it flows from the vent. Vent should be kept
clear
of obstruction or grease
will
back up into the
brakes.
Do not add grease after it flows from the
vent for it may be forced through the wheel key-
way
onto
the outside of the wheel and possibly
onto
the brake linings.
Rear
wheel bearings that do
not have lubrication fittings should be removed
each
12,000
miles
[19.200
km.] and the bearing
cleaned, inspected and repacked. Refer to proce
dure
in Par. B-56.
Note:
When servicing the Flanged Axle Unit
Bear
ing Assembly, refer to Section N, Par. N-5 for
proper
lubrication procedures.
B-58.
Propeller Shafts
and
Universal Joints
The
propeller shaft slip joints and universals should
be lubricated with a hand compressor grease gun so as to not damage the bearing seals. The units
should be lubricated with a
good
quality grease.
Refer
to the
Lubrication
Chart
for lubrication fre
quency and lubricant type and grade. B-59.
Lights
and
Controls
a.
Check
all interior and exterior lights and light
switches for proper operation, including: parking
lights, headlamps (high beam and low beam),
tail
lights, brake lights, directional lights, and in strument panel lights.
b.
Check
all instrument panel controls and
instru
ments for proper operation.
B-60.
Speedometer Cable
Remove the
speedometer
cable from its housing every
12,000
miles
[19.300
km.].
Clean
it thor
oughly and coat it with a
good
quality light graphite grease.
B-61.
Headlights
Refer
to Section H.
B-62.
Heater Controls
Apply
Lubriplate
130-A to all friction points and
pivot points on the heater controls panel unit as well as the pivot points at the dashpot. Apply
a
few drops of penetrating oil all along the Bowden
cable.
This
oil
will
penetrate into the center wire.
B-63.
Windshield Wiper and
Washer Controls
Lubricate
the friction points and the pivot points
on the windshield wiper transmission and linkage
arms
with a slight amount of
Lubriplate
130-A.
B-64.
Rotate Tires
Refer
to Section Q for the correct method of rotat ing the tires.
B-65.
Body Lube Points
•
Refer to Par. B-66 through B-68.
B-66.
Hood Hinge Pivot Points
Lubricate
the frictional points of the hood hinge
pivot points with a few drops of light-weight
engine
oil.
B-67.
Glove Compartment Door Latch
Sparingly
wipe
Lubriplate
130-A on the
glove
com
partment door latch.
B-68.
Tailgate Hinges
Lubricate
the friction points of the tailgate hinges
with
a few drops of light-weight
engine
oil.
B-69.
LUBRICATION
OF
OPTIONAL EQUIPMENT
B-70.
Pintle Hook
When
lubricating the vehicle, place a few drops of oil on the pintle hook and safety latch pivot pins.
B-7!.
Centrifugal Governor
Check
the oil level in the governor housing at each
vehicle lubrication. Use the same seasonal grade
oil
as is used in the
engine
and change oil at each
engine
oil change. Do not
fill
the housing above
the level indicating plug opening. Keep the vent
in
the filler plug open at all times. 17
Page 18 of 376
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
Page 47 of 376
'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL
D
straight
in the hole, then tap the dowel lightly
with
a hammer until it
bottoms.
d.
When installing bearing eaps, be sure to tighten
the
bolts
evenly in each cap to
pull
it into place
without bending the
dowels
or distorting the
bearing
cap.
e. Other parts of the block which require inspec tion
and
possible
repair,
but which are directly
related
to other
engine
components (such as tappets, pistons, camshaft, valves, crankshaft, and
oil
pump) are covered later in this section.
D-35.
Cylinder
Bores
The
cylinder bores may be reconditioned by honing
or
reboring. Use oil-soaked rags to protect
crank
shaft
journals
and other
engine
parts from abrasive
dust during all reconditioning operations.
Both
honing and reboring of the cylinders must be
done
carefully to fit the pistons and to obtain
specified clearances. If reboring of the cylinder bores is not required but the walls are glazed, use
a
finishing
hone
to remove the glaze. Reboring the cylinders must not be attempted unless ade
quate facilities and experienced service technicians
are
available. The amount of material to be removed is determined from the original diameter
of the cylinder bores (3.125" to 3.127") [79,375 a
79,426
mm.] plus the amount of oversize in diameter
of the oversize pistons to be fitted. Pistons are
available
in the following oversizes.
.010"
[0,254
mm.] .030" [0,762 mm.] .020" [0,508 mm.] .040" [1,016 mm.}
The
largest cylinder bore
will
determine the over
size to which all cylinders must be rebored, since the size and weight of all pistons must be uniform
to maintain proper
engine
balance. The maximum rebore should not exceed .040" [1,016 mm.] from
standard.
Measure
the cylinder diameters by making mea
surements both parallel to and at right angles to
crankshaft
over entire piston travel and at
bottom
of cylinder. Proceed as follows:
a.
If bores are scored; if out-of-round
exceeds
.005
"
[0,127 mm.]; if diameters differ more than .005";
or
if taper
exceeds
.005
"
on diameter, it is generally
recommended that cylinders be reconditioned by
reboring
and honing to the next oversize using new
pistons of the proper size.
Note:
If reboring is performed, allow .0015"
[0,0381
mm.] for final honing.
All
cylinder bore diameters must be within .002
"
[0,0508
mm.] after reconditioning.
b.
If bore measurements are within the above
limits,
but indicate hollows or waviness, cylinders should be honed with 250 grit
stone
hone. Pump
hone
up and down in cylinder while it is rotating
to produce a satin-finish, diamond cross-hatched
pattern
approximately 30° with horizontal. Hone
only enough to correct waviness.
c. If cylinder bore correction is unnecessary, break the glaze on cylinder walls with a 250 grit
stone
hone
or with a suitable deglazing tool. Operate the
hone
or deglazer to obtain diamond cross-hatched
pattern
previously mentioned.
d.
Regardless of type of correction on cylinder
walls,
wash out bores thoroughly afterwards and
apply
a light coat of
engine
oil. If cylinders have
been rebored or honed heavily, measure cylinder
diameters again to assure proper selection of piston
size.
D-36.
Pistons, Rings, and Connecting Rods
Pistons are each fitted with three rings, two com pression rings and one oil control
ring.
The pistons have an extra
groove
above the top ring which acts as a heat dam or insulating
groove
to protect
against sealing of the top ring in the ring
groove
with
hard
carbon. The piston pin is secured by the lock screw.
The
pistons and connecting rods were removed from
the
engine
as assemblies. If cylinders were rebored,
new oversized pistons and rings
will
have to be in
stalled.
Disassemble the pistons and rods. Remove the
two compression rings, the oil control
ring,
and the oil control ring expander from each piston. Do not remove the
bolts
from the lower end of the
connecting rods unless the
bolts
are damaged.
Clamp
each connecting rod and piston assembly
in
a padded bench vise and remove the piston pin
lock
screw and lockwasher. Press the piston pin
out of the piston and connecting rod.
Clean
all
carbon,
gum, and lacquer
deposits
from both the
inner
and outer surfaces of each piston, connecting
rod,
and piston pin. Use a ring
groove
cleaner or a
broken
ring filed to a sharp square
edge
to clean
the carbon from the piston ring
grooves
and the
insulator
groove. Use care not to scrape metal from
the sides of the
grooves
or make
burrs
on ring
groove
surfaces. Run a length of wire through the
oil
spray
hole
near the lower end of the connecting
rod
to clear the
hole
of hardened oil
deposits
or
foreign matter.
Carefully
inspect the pistons and
replace
any that are broken or cracked. Replace
pistons if any of the ring lands are chipped, broken,
or
rounded on the
edges;
or if the piston is scored,
scratched,
or burned so seriously that the imperfec
tions cannot be removed with a hand honing
stone
or
crocus cloth.
Replace
the pistons as follows:
a.
After cylinder bores have been carefully checked for out-of-round and taper (Par. D-35), check fit
of each piston to cylinder bore with block and
pistons clean and dry and at approximately 70
°F.
[21°C]
by using Piston Fitting Gauge And Scale
Tool
No. C-690 as shown in Fig. D-7. Use a .003"
[0,0762
mm.] thickness
gauge
%" [19 mm.] wide.
The
piston is fitted upside down in the block to
facilitate the operation. The
gauge
must extend the
full
length of the piston on the thrust side
(opposite
side from slot in piston
skirt).
Scale should register
5
to 10 pounds [2,3 a 4,5 kg.]
pull
to remove the
thickness
gauge
from
between
cylinder
wall
and piston. Excessive
pull
indicates need for a slightly
smaller
piston or additional honing of cylinder. In sufficient
pull
indicates need for fitting a larger piston. 47
Page 85 of 376
'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL
Dl
12713
FIG.
Dl-11—MEASURING
TELESCOPE GAUGE
1—
Telescope
Gauge
2—
Micrometer
may
be measured with an inside micrometer or
by setting the cylinder
gauge
dial
at zero and meas
uring
across the
gauge
contact points with an outside micrometer while the
gauge
is at same zero
setting. Refer to
Figs.
Dl-10 and Dl-11.
b.
If a cylinder bore is moderately rough or slightly
scored,
but is not out-of-round or tapered, it is
usually
possible to remedy the situation by honing
the bore to fit a standard service piston, since
standard
service pistons are high-limit production
pistons. If cylinder bore is very rough or deeply
scored,
it may be necessary to rebore the cylinder
to fit an oversize piston in order to ensure satisfac
tory
results.
c.
If cylinder bore is tapered .005" [0,127 mm.]
or
more or is out-of-round .003" [0,076 mm.] or
more,
it is advisable to rebore for the smallest possible oversize piston and rings.
d.
Carefully
inspect the cylinder block for small
cracks
or fractures, and for porosity.
Rust
in any
cylinder
bore may indicate a leak.
e.
Inspect all machined surfaces for scoring and
burrs.
With
a straight
edge
and feeler
gauge,
check
each
machined surface for distortion.
D1-37.
Cylinder Block Repair
If
one or more cylinder bores are rough, scored, or
worn
beyond prescribed limits, it
will
be necessary
to correct bores and fit new pistons.
If
relatively few bores require correction, it
will
not be necessary to rebore all cylinders to the same
oversize in order to maintain
engine
balance, since
all
oversize pistons are held to the same weights as
standard-size
pistons. If conditions justify replace
ment of all pistons, however, all new pistons should
be the same nominal size.
Standard-size
service pistons are high-limit, or
maximum
diameter; therefore, they can usually be installed after a slight amount of honing has
been
done
to correct slight scoring or excessive
clearances.
This
applies
primarily
to
engines
which
have relatively low mileage. Service pistons are also furnished in .010"
[0,254
mm.] oversize. All
service
pistons are diamond bored, and selectively
fitted with piston pins; pistons are not furnished
without pins.
Caution:
Do not attempt to cut down oversize pis
tons
to fit cylinder bores as this
will
destroy the
surface
treatment and affect the weight. The small
est possible oversize service pistons should be used
and
the cylinder bores should be honed to size
for
proper clearance.
Before
honing or reboring cylinders, measure all new pistons with a micrometer, on an axis perpen
dicular
to the piston pin. Select the smallest piston
for
the first fitting. The slight variation usually
found between pistons in a set may provide for
correction
in case the first piston tried is too
small.
If
wear at top of cylinder
does
not exceed .005" [0,127 mm.]
excess
diameter, or exceed .003"
[0,076 mm.] out-of-round, honing is recommended.
If
wear or out-of-round
exceeds
these
limits, the
bore should be reground with a boring bar of the
fly
cutter type, then finish-honed.
When
reboring cylinders, all crankshaft bearing caps must be in place and tightened to proper
torque to avoid distortion of bores in
final
assem
bly.
Always be sure the crankshaft is out of the
way
of the boring cutter when boring each cylinder.
When
boring, leave the diameter .001" [0,025 mm.]
undersize,
then finish hone to obtain the required
clearance.
When
honing cylinders, use clean sharp
stones
of
proper
grade for the amount of metal to be re
moved. Refer to instructions supplied by the hone
manufacturer.
Dull
or dirty
stones
cut unevenly
and
generate excessive heat. When using coarse
or
medium grade
stones,
leave sufficient metal so
that all
stone
marks can be removed with the fine
stones
used to finish-hone to proper clearance.
When
finish-honing, pass the hone through the entire length of cylinder at a rate of approximately 60 cycles per minute.
This
should produce the
desired
45-degree
cross hatch pattern on cylinder
walls.
A proper pattern
will
ensure maximum
ring
life and minimum oil consumption.
After
final
honing and before the piston is checked
for
fit, each cylinder bore must be washed thor oughly to remove all traces of abrasive, then dried completely. The dry bore should be brushed clean
with
a power-driven fibre
brush.
If all traces of
abrasive
are not removed,
rapid
wear of new pistons
and
rings
will
result.
Note:
Wipe cylinder bores with a clean white
cloth,
moistened with SAE 10 oil. Cleaning should
continue until this
test
shows no sign of
dirt.
It
is of the greatest importance that refinished
cylinder
bores be true, with .0005" [0,013 mm.]
or
less out-of-round or taper.
Each
bore must have
a
smooth surface, without
stone
or cutter
marks.
After
final
honing and cleaning, each piston must be fitted individually to the bore in which it
will
be installed. Once fitted, each piston should be
marked
with its cylinder number to assure correct
installation.
85
Page 113 of 376
'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
Page 164 of 376
G
COOLING SYSTEM
engine
connections. Insert flushing gun and flush
heater core.
Care
must be taken when applying air
pressure to prevent damage to the heater core.
G-2.
Filling
Cooling System
To
fill
the cooling system, remove the
fill
cap and
fill
the tank to the top. Replace the cap and run
the
engine
at medium speed for approximately one
minute. Remove the cap and recheck the coolant level. Add more coolant if necessary to bring the level back to the top of the tank. If the cooling system is filled when the
engine
is cold, recheck the coolant level after the
engine
has warmed up.
This
will
ensure that the thermostat has opened allow ing complete cooling system circulation.
Always
correct any cooling system leaks before installing antifreeze. A corrosion inhibitor should be used in the cooling system to prevent the forma
tion of rust and scale. A quality brand antifreeze containing a corrosion inhibitor should be used.
When
the antifreeze is drained in the spring, a
corrosion inhibitor should be added with the water.
Note:
Cooling system components for both V6 and
F4
engines
are shown in
Figs.
G-2 and G-3.
G-3. Draining
Cooling System
To
completely
drain
the cooling system, open the
drain
in the
bottom
of the radiator and also a
drain
on the right side of the cylinder block on the
Hurricane
F4 engine. The Dauntless V-6
engine
has two
drain
plugs, one located on each side of the cylinder block. Both plugs must be removed to
completely
drain
the cooling system.
Remove the radiator cap to break any vacuum
that may have developed.
Should
the cooling solution be lost from the system
and
the
engine
become
overheated do not
refill
the system immediately but allow the
engine
to cool or
refill
slowly while the
engine
is running. If
cold solution is poured into the radiator while the
engine
is overheated there is danger of cracking the
cylinder
block and/or cylinder head.
G-4.
Radiator Pressure
Cap
All
radiators are equipped with pressure caps which
reduce evaporation of cooling solution and make the
engines
more efficient by permitting slightly
higher operating temperatures. When operating
properly,
the pressure cap permits pressure build-up
in
the cooling system during periods of severe heat
load.
This
pressure increases the boiling point of the coolant and thus reduces overflow losses. The
effectiveness
of the cap is limited by its opening
pressure and the boiling point of the coolant (see
note
below). The pressure cap employs a spring-
loaded, rubber-faced pressure seal which presses against a seat in the radiator top tank. Spring pres
sure
determines the opening pressure of the valve.
A
typical pressure cap is shown in Fig. G-5.
Note:
Refer to cooling system specifications (Par.
G-21)
for opening (relief) pressure when the ve
hicle is equipped with either the
Hurricane
F4
or
Dauntless V-6 engine. If a new cap is required, always install a cap of the same type and pressure
rating
specified. It should never be altered or re
placed by a plain cap.
A
vacuum release valve (Fig. G-5) is employed to
prevent undesirable vacuum build-up when the system
cools
down. The vacuum release valve is
held against its seat under light spring pressure.
Vacuum
in the system is relieved by the valve
which
opens
at V2 to 1 psi. [0,035 a 0,07 kg-cm2]
vacuum.
A pressure tester can be used to check and
test
the vacuum pressure rate (see Fig. G-6).
Although the mechanism of the pressure cap re quires no maintenance, the cap should be inspected
periodically for cleanliness and freedom of opera tion. The pressure cap gasket and radiator filler neck seat should also be inspected to be sure they
are
providing a proper seal. If the rubber face of
the valve is defective, a new cap should be installed.
Filler
neck reseating
tools
are commercially
avail
able to correct minor
defects
at the surface of the seat. Follow instructions of the reseating tool manu
facturer.
To
remove the radiator pressure cap when the
engine
coolant temperature is high or boiling, place
a
cloth over the pressure cap and
turn
counter clockwise about Vi
turn
until the first (pressure release)
stop
is reached. Keep the cap in this posi
tion until all pressure is released.
Then
push cap
down and
turn
still
further until cap can be re moved. To install the pressure cap, place it in posi
tion and
turn
it clockwise as far as it
will
go.
Caution:
Use extreme care in removing the radiator
pressure cap. In overheated systems, the sudden release of pressure can cause a steam flash and this
flash,
or the
loosened
cap can cause serious personal
injury.
G-5.
RADIATOR
Maintenance of the radiator consists of keeping
the exterior of the radiator core clean, the interior free from rust and scale, and the radiator free from
leaks.
Check
the cooling system fluid level and for
leaks each
2000
miles
[3.200
km.] or every 30
days, whichever occurs first.
This
exterior of the
radiator
core should be cleaned and the radiator inspected for leaks each
6000
miles
[9.600
km.]
of normal service of the vehicle. Cleaning should be performed by blowing out with air stream or water stream directed from the
rear
of the radiator.
Visual
inspection is not sufficient as the accumula tion of small particles of foreign material on core
surfaces can restrict cooling without closing the core openings.
Radiator
leakage occasionally results from cor
rosion perforation of the metal but most leakage results from mechanical failure of soldered joints
when too much strain has been put on the joint.
Fractures
occur most
often
at the joint where the
radiator
inlet and
outlet
pipes are attached to the
tanks.
When the seams break, the entire soldered
joint
is
exposed
and can corrode, but breakage
rather
than corrosion is the
primary
cause of seam
leakage. Examine the radiator carefully for leaks before and after cleaning. Cleaning may uncover points of leakage already existing but plugged with
rust.
White, rusty, or colored leakage stains indicate 164
Page 167 of 376
'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL
FIG.
G-8—TEMPERATURE SENDING UNIT- HURRICANE
F4
ENGINE
1—Temperature
Sending Unit
b.
Dauntless V-6 Engine.
The
thermo-couple coolant sending unit is mounted
in
the left
rear
area of the intake manifold and is
connected by a single wire to the dash unit of
the instrument cluster.
G-ll.
WATER PUMP
a.
Hurricane
F4 Engine.
The
water pump on the
Hurricane
F4
engine
is a
centrifugal
impeller type of large capacity to
cir
culate water in the entire cooling system. The double row
ball
bearing (Fig. G-9), is integral with
the shaft and is packed at assembly with a special
high melting point grease which
will
last the life of
the bearing. The bearing is sealed to retain the
lubricant
and prevent
dirt
and dust from entering.
The
bearing and shaft are retained in the water
pump body by the bearing retaining wire. The
water
seal bears against the ground seat on the
pump body and the inside of the impeller, maintain
ing a constant pressure against both and preventing
water
leakage. A
drain
hole
in the
bottom
of the
pump body precludes any water
seepage
past the
seal
from entering the bearing.
The
impeller and the pulley hub are pressed on
the shaft under high pressure,
b.
Dauntless V-6 Engine.
A
centrifugal-type water pump, shown in
Fig.
G-10,
circulates
coolant through the Dauntless V-6
engine
and
its cooling system.
This
pump is mounted on
the timing chain cover.
Similar
to the
engine
cooling
fan
mounted on its hub, the pump is driven through
a
V-belt from the crankshaft pulley.
Coolant
enters the water pump at its center.
Centri
fugal force then forces coolant radially outward, through vanes of the pump impeller, and backward
through two discharge passages in the timing chain cover. These passages conduct an equal amount of
coolant to each cylinder bank water jacket.
This
water
pump has a sealed double row
ball
bearing
and
a ceramic water seal, neither of which can be
serviced.
In
event
of bearing or water seal failure, the entire water pump assembly must be replaced.
G-l2.
Water
Pump Inspection
Check
the water pump for leaks, and excessive end play or
looseness
of the shaft in the pump. A
quick
way to check is to work the fan blades up
and
down by hand. If any play is noticed, this
indicates that the bearings are rough. Rough bearings should be checked to see if the water pump
should be replaced or rebuilt.
G-13.
Water Pump
Disassembly
—
Hurricane
F4
Engine
•
Refer to Fig. G-9.
a.
Remove the fan belt, fan blades, and fan pulley.
b.
Remove the
bolts
attaching the water pump
to the block. Remove the pump.
c.
Remove the bearing retainer spring.
d.
Remove the pump impeller and pulley with a suitable puller.
e.
Remove the pump seal, bearing and shaft, and
bearing
slinger.
G-l4.
Water Pump Reassembly
—
Hurricane
F4
Engine
•
Refer to Fig. G-9.
Before assembling the water pump, examine water
seal
seat in the pump body and should it be rough,
install
a new pump body.
To
reassemble the unit, insert the long end of the shaft into the pump body from the front end until
the outer end of the bearing is flush against the
FIG.
G-9—WATER
PUMP-
HURRICANE
F4
ENGINE
1—
Fan
and Pump Pulley
2—
Bearing
and Shaft
3—
Bearing
Retainer Spring
A—Pipe
Plug 5—
Pump
Body
6—
Seal
Washer 7—
Pump
Seal
8—
Impeller
9—
Gasket
167
Page 181 of 376
'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL
H
12955
FIG.
H-8—PRESTOLITE
DISTRIBUTOR—DAUNTLESS V-6 ENGINE 1—
Cap
2—
Rotor
3—
Lubricating
Wick
4—
Snap
Ring
5—
Condenser
6—
Contact
Set 7—
Breaker
Plate
8—
Cam
and Stop Plate 9—
Spring
(2)
10—
Governor
Weight
11— Cam
Spacer
12—
Gear
13—
Gear
Pin
14—
Washer
15—
O-Ring
Seal
16—
Bushing
17—
Distributor
Housing 18—
Vacuum
Chamber
19—
Washer
(Nylon)
20—
—Cap
Clamp
and Rings
21—
—Primary
Lead
22—
Washer
(outer upper,
23—
Washer
(inner upper)
2".—Drive
Shaft
H-14. Governor Mechanism
The
centrifugal advance mechanism consists of
an
automatic cam actuated by two spring con
trolled centrifugal weights. As the
speed
of the distributor shaft increases with
engine
speed, the
weights
are thrown outward against the pull of the springs.
This
advances the cam causing the contact
points
to
open
earlier and thus advancing the
spark.
The centrifugal
type
governor should be checked for free operation. Hold the governor shaft
and
turn the cam to the
left
as far as possible
and
release it. The cam should immediately return to the original position without drag. Should a distributor
test
fixture be available it is
best
to make a check through the entire advance
range, following the instructions of the fixture manufacturer.
The
vacuum control unit is mounted separately
on the
outside
of the distributor housing on the
V6
Prestolite distributor.
The
vacuum control unit consists of an enclosed
spring-loaded diaphragm linked mechanically to the distributor. The air-tight side of the diaphragm
is connected to the intake manifold side of the
carburetor.
Under part throttle operation, the intake manifold vacuum is sufficient to actuate the
diaphragm and cause the distributor to rotate in
its mount, thus advancing the spark and increasing fuel
economy.
During acceleration or when the
engine
is pulling heavily, the vacuum is not suf
ficient to actuate the diaphragm and the distributor
is held in the retarded position by a calibrated
return
spring which bears against the vacuum
diaphragm.
H-15.
Distributor Removal
a.
Remove high-tension wires from the distributor cap terminal towers, noting the order in which
they
are
assembled to ensure correct reassembly.
b. Remove the primary lead from the terminal
post
at the coil.
c. Unlatch the two distributor cap springs and re
move
the cap.
d.
Note
the position of the rotor in relation to the
base.
This
should be remembered to facilitate re installing and timing.
e. Remove the screw holding the distributor to the
crankcase
and lift the assembly from the
engine.
H-16.
Prestolite Distributor Disassembly
Refer
to Fig. H-8 and H-9.
a.
Remove the rotor. b. Remove the condenser.
c. Remove the distributor points.
d.
Remove nylon washer attaching vacuum advance arm to breaker plate, V6 only. Remove two 181