weight JEEP DJ 1953 Owner's Guide

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

N
f. Place the
gauge
block against the machined
sur­

face of the dial indicator mount, as shown in Fig.
N-2 8.
g. Set the dial indicator on zero by rotating the face.

h.
Install
the pinion adjusting fixture on the pinion

with
the stationary
guide
pin and the adjustable
guide
pin
seated
in pinion shaft lathe centers, as
shown in Fig. N-2 7.
FIG.
N-2
7—PINION
ADJUSTING FIXTURE
7—
C-Clamp

8— Sleeve Bearing
9—
Inner
Bearing
10— Housing 11—
Stationary
Guide Pin
1—
Dial
Gauge Swing Arc
2—
Pinion

3—
Flange

4—
Yoke

5—
Thumb
Screw
6—
Guide
Pin 12—Pinion Housing

Note:
Use the "C"
type
alignment fixture ver­

tically
as shown in Fig. N-29, so that
weight
of jig assembly is always directly centered and supported
on pinion shaft center. The function of the fixture is to accurately hold the dial indicator and its
FIG.
N-28—SETTING
PINION
GAUGE FOR
MODEL
27AF
AXLE
DIFFERENTIAL
1—
Dial
Indicator
2—
Gauge
Block
3—
Stationary
Pin
4—
C-Clamp
j
11534 j

FIG.
N-29—CHECKING
PINION
ADJUSTMENT mount in alignment to the pinion shaft while it is
pivoted on the stationary
guide
pin. If a consistent
repeat dial reading cannot be obtained, look for
dirty
or burred pinion centers or a
bent
or twisted
aligning jig. Keep jig flat in metal case when not
in
use. Do not allow other
tools
to rest on it
Treat

the C-type fixture
tool
carefully as a precision in­
strument.

i.
Seat the
gauge
mount firmly on the pinion head

and
swing the dial indicator through the differential
bearing bore as shown in
Fig.
N-29.

j.
The
lowest
reading indicates the center of the
differential bearing bore. At this point the dial indi­
cator should read the same as
mark
etched on the
pinion head. If the reading
does
not agree, add or
remove the shims behind the bearing cup until
the readings agree.

k.
The end of each pinion is etched with a plus
(+) number, a minus (—) number or zero (0)
number to indicate the
best
running position for
each particular gear set.
This
dimension is con­
trolled by shimming behind the inner pinion bear­ ing cup. Therefore if a pinion is etched (-f-2), this
pinion would require .002"
less
shims than a pinion
etched "0". By removing shims the mounting dis­
tance is increased which is just what a (+2) etch­
ing indicates. Or if a pinion is etched (—2), add
.002" more shims than would be required if the
pinion were etched "0". By adding .002" shims the mounting distance is decreased which is just what

a
(—2) etching indicates.

Note:
To increase the dial reading decrease shims;
to decrease the dial reading increase shims.

Example:
With a dial reading of minus .001" and
a
pinion marking of plus .002" remove .003" shims
to obtain a higher dial reading of plus .002"

I.
If the original ring and pinion set is to be re­
used, measure the old pinion shim pack and build a
new shim pack to this dimension. Collect shim pack
saved from teardown. Measure each shim separately 297

o
STEERING SYSTEM
FIG.
0-3—FRONT
WHEEL
TOE-IN
1—
Toe-in
Angle

2—
Vertical
Line
In
the absence of a wheel aligning fixture, toe-in

may
be set by measuring
between
the front wheels
at the
edge
of the rim, at the flange or at the tire
tread
center. When making this adjustment the
wheels must be in a straight ahead position.
It
is highly important that toe-in be checked regu­

larly
and if found to be out of adjustment, correc­ tion should be made immediately.

The
correct toe-in of
these
models is found in the
specifications at the end of this section.
0-8. Toe-in Adjustment
The
toe-in may be adjusted with a line or straight

edge
as the vehicle tread is the same in front and
rear.
To set the adjustment both tie rods must be
adjusted
as outlined below:
Set the tie rod end of the steering bell-crank at
right
angles with the front axle. Place a straight

edge
or line against the left
rear
wheel and left front wheel to determine if the wheel is in a straight

ahead
position. If the front wheel tire
does
not touch the straight
edge
at both the front and
rear,

it
will
be necessary to adjust the left tie rod by loosening the clamps on each end and turning the
rod
until the tire touches the straight
edge.

Check
the right hand side in the same manner, ad­

justing
the tie rod if necessary, making sure that the bell-crank remains at right angles to the axle.

When
it is determined that the front wheels are in the straight ahead position, set the toe-in by short­
ening each tie rod approximately one-half
turn.

0-9.
Front
Wheel
Camber
The
purpose of camber Fig. 0-4, is to more nearly
place the weight of the vehicle over the tire con­ tact on the road to facilitate
ease
of steering.

The
result of excessive camber is irregular wear of
tires on outside shoulders and is usually caused by
bent axle parts.

The
result of negative or reverse camber, if ex­
cessive,
will
be
hard
steering and possibly a wan­

dering
condition.
Tires
will
also wear on inside shoulders. Negative camber is usually caused by
excessive wear or
looseness
of front wheel bearings, axle parts or the result of a sagging axle.

Unequal
camber may cause any or a combination
of the following conditions: unstable steering, wan- 11894-

FIG.
0-4—WHEEL CAMBER

1—Vertical
Line
2—Camber Angle
dering,
kick-back or road shock, shimmy or exces­
sive tire wear. The cause of unequal camber is usu­
ally
a bent steering knuckle or axle end.
Correct
wheel camber is set in the axle at the time
of manufacture and cannot be altered by any ad­
justment. It is important that the camber be the same on both front wheels. Heating of any of
these
parts
to facilitate straightening usually destroys
the heat treatment given them at the factory.
Cold
bending may cause a fracture of the steel and is also
unsafe. Replacement with new parts is recom­ mended rather than any straightening of damaged

parts.

O-10.
Axle
Caster Caster
angle is established in the axle design by
tilting the top of the kingpin toward the
rear
and
the
bottom
of the kingpin forward so that an

imaginary
line through the center of the kingpin
would strike the ground at a point ahead of the point of tire contact.
FIG.
0-5—AXLE
CASTER

1—
Vertical
Line

2—
Caster
Angle
316

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

The
purpose of caster Fig. O-S, is to provide steer­
ing stability which
will
keep the front wheels in the
straight
ahead position and also assist in straighten­
ing up the wheels when coming out of a
turn.
Caster
of the front wheels is preset. If the angle of

caster,
when accurately measured, is found to be

incorrect,
correct it to the specification given at
the end of this section by either installing new

parts
or installing caster shims
between
the axle

pad
and the springs.

If
the camber and toe-in are correct and it is known
the the axle is not twisted, a satisfactory check

may
be made by testing the vehicle on the road.
Before road testing, make sure all tires are properly

inflated,
being particularly careful that both front
tires are inflated to exactly the same pressure.
If
vehicle turns easily to either side but is
hard
to
straighten out, insufficient caster for easy handling of vehicle is indicated. If correction is necessary, it

can
usually be accomplished by installing shims

between
the springs and axle pads to secure the
desired
result.
0-11-
Front
Wheel
Turning
Angle
When
the front wheels are turned, the inside wheel
on the
turn
travels in a smaller circle than the out­side wheel, therefore, it is necessary for the wheels
to toe out to prevent the tire on the inside wheel

frOm
being scuffed sideways.
This
angle for toe out
on turns is designed to permit both front wheels to

turn
on a common center by having the ends of the
steering
knuckle
arms closer
together
than the king­

pins.

To
avoid possible damage to the universal joints
on the front axles of 4-wheel drive vehicles, it is advisable to check the turning angle.
Wearing
away
of the upset
edge
on the spindle housing bolt which
10607

FIG.
0-6—TURNING
ANGLE
STOP
SCREW
1—Stop
Screw
contacts the
stop
screw
will
increase the turning
angle to the point where the universal joints may
be damaged.

The
Jeep Universal Series vehicles should have a

turning
angle of not more than 27^° both left and

right.
To adjust the
stop
screw, it is necessary to

loosen
the locknut holding the
stop
screw. When
the adjustment has been made, tighten the locknut
on the screw to prevent any movement. Refer to
Fig.
O 6.

The
left steering knuckle arm controls the relation­
ship of the front wheels on a left
turn
and the right
arm
controls the relation on a right
turn.

0-12. Steering
Knuckle
Arm

Should
a steering knuckle arm
become
bent, the

knuckle
housing must be replaced. It is not safe to
straighten the knuckle arm.
0-13.
Front
Wheel
Shimmy
Wheel
shimmy may be caused by various condi­
tions in the wheels, axle or steering system, or a
combination of
these
conditions. Outlined below

will
be found the usual corrections of this fault:

a.
Equalize
tire pressures and see that they are
according
to specifications.

b.
Check
the wheel bearings for
looseness.
Be sure
that the inner wheel bearing race is not too
loose
on the spindle.

c.
Remove both steering knuckles and carefully inspect the upper and lower king pin bearings.

Inspect
the bearing cups for evidence of brinelling,
pitting, or fretting. Any bearings that show the slightest imperfection must be
replaced.
Reassemble

and
lubricate the front axle and steering linkage,
installing
new steering knuckle oil seals if present
seals show any wear.

d.
With
full
weight on the front wheels and one

man
working the steering play with the steering
wheel, a second man should closely observe the steering bell
crank
for any rocking motion and the
double tie rod socket for any rocking motion or

looseness
at both points. Replace the complete bell
crank
assembly if it has even the slightest rocking motion. The same applies to the double tie rod
socket.
e.
Check
wheel run-out.
This
check should include
radial
run-out and wheel
looseness
on the hub.
f- Test wheel balance—check for blowout patches,
uniform
tire tread, vulcanized tires, mud on inside
of wheels, and tires creeping on the
rims.

g.
Try
switching front wheels and tires to the
rear,
criss-crossing
them in this operation.

h.
Check
for front
spring
sag. Also check for broken

spring
leaves, broken center
spring
bolt,
loose
spring

clips
(or tight clips), over-lubrication of spring leaves, spring shackle bracket
loose
on frame, and

loose
rear
spring shackle. Be sure that the shock
absorbers
are operating properly to eliminate bob­bing of the front end.

i.
Check
brakes to make sure that one
does
not

drag.

j.
Check
the steering assembly and steering con­ necting rod.
This
includes the up-and-down-play
of the steering worm shaft, end play of the cross 317

Q

WHEELS

FIG.
Q-6—REAR
WHEEL,
FLANGED
AXLE
AND
BEARING
ASSY.

1—
Retainer
Plate

2— Oil
Seal

3—
Unit
Bearing

4—
Retaining
Ring
5—
Axle
Shaft
wheel
will
turn
freely with no drag. If adjustment
is necessary, follow the procedure given in Par. Q-8.

Q-8.
Rear Wheel Bearing Adjustment
—
Tapered Axle

The
bearing adjusting shims are placed
between
the brake backing plate and axle flange as shown

in
Fig. Q-7.

With
wheel raised on
jack,
the following procedure
should be used to make the
rear
wheel bearing
adjustment.

a.
Remove the hub cap with hub cap puller, the
cotter pin, axle shaft nut, and washer. Remove the
wheel hub and drum with a wheel puller.

b.
Disconnect hydraulic brake line at wheel

cylinder.

c.
Remove the
bolts
holding the brake dust shield, grease and bearing retainer, and the brake backing
plate.

d.
Remove or install shims to adjust the bearings
to provide .001" to .006" [0,025 a 0,152 mm.]
end float of the axle shaft.

Note:
Before reassembly of the wheel make certain
the backing plate nuts are tight and torqued at 25 to 35 lb-ft [3,4 a 4,8 kg-m.].
e. Reassemble the wheel, adjust brakes, and check
the bearing adjustment (Par. Q-7).

0-9.
REAR WHEEL MOUNTING
—
TAPERED AXLE

Proper
axle shaft key installation is accomplished by placing the hub and drum on the axle shaft
taper and then inserting the axle shaft key in the
FIG.
Q-7—REAR
WHEEL
AND HUB
BEARING
—

TAPERED
AXLE
SHAFT

1—-Adjusting
Shims
2—Inner
Seal
3—Outer
Seal
keyway.
Never install the key in the keyway before

placing
the hub and drum assembly on the axle
shaft. Be sure that the axle shaft nut is torqued
to a minimum of 150 lb-ft. [20,7 kg-m.].
O-10.
BRAKE
DRUM
SERVICE
On
rear
wheels, the hub fits inside the brake drum
(Fig.
Q-3). On front wheels, the hub is attached
to the outside of the brake drum (Fig. Q-l). The

brake
drums are attached to the wheel hubs by
five serrated bolts. These
bolts
are also used for
mounting the wheels on the hub. To remove a

brake
drum,
press or drive out the serrated
bolts
and
remove the drum from the hub. When placing
the drum on the hub, make sure that the contacting
surfaces are clean and flat.
Line
up the
holes
in
the drum with
those
in the hub and put the drum
over the shoulder on the hub. Insert five new
serrated
bolts
through the drum and hub and drive
the
bolts
into place solidly. Place a round head of the bolt in a vise. Next, place the hub and drum
assembly over it so that the bolt head rests on it.

Then
swage
the bolt into the countersunk section of the hub or drum with a punch. The runout of
the drum face should be within .030" [0,76 mm.]
total indicator reading. If the runout is found to be greater than .030" it
will
be necessary to reset
the
bolts
to correct the condition.
0-11.
TIRE SERVICE
Refer
to Fig. Q-8.

One
of the most important factors of safe vehicle
operation is systematic and correct tire mainte­ nance.
Tires
must sustain the weight of a loaded vehicle, withstand more than ordinary rough serv- 338

Q

WHEELS

11463

FIG.
Q-9—TIRE
ROTATION
1—
Right
Front
Tire

2—
Right
Rear
Tire

3—
Spare
Tire
4—
-Left
Rear
Tire

5—
Left
Front
Tire
deflate completely and then force the tire away

from
the rim throughout the entire circumference
until
the bead falls into the center of the wheel

rim.
If the vehicle is equipped with tires that use

an
inner tube, carefully remove the inner tube.
With
the inner tube removed, or on tubeless tires, a tire
removing tool should be used to remove the tire

from
the rim.

Installation
of the tire is made in the same manner
by first dropping one side of the tire into the center
of the rim and with a tire tool raise the bead over
the wheel
rim.
The inner tube can now be installed
on vehicles so equipped.
When
mounting the wheel, alternately tighten op­
posite stud nuts. After the nuts have been tightened

with
the wheel jacked up, lower the
jack
so wheel rests on the floor and retighten nuts. Torque nuts
to 60-75 lb.-ft. [8,3 a 10,4 kg-m.].

Note:
New "wide" tires have been given new sizes
by tire manufacturers. They use a letter as a key
unit
in the name size for the new wide treads.

The
single letter in front of the "70" indicates load rating, or the weight a tire can support safely
when inflated to 32 psi. The number 70 is used to show the
7-to-10
(70 percent) ratio of tire section height to width. The last two-digit number of the new sizes— 15 —
is
the rim diameter.
Radial

ply
tire sizes all contain the letter
"R"
to designate
radial
ply construction.

15-inch
Diameter
New Old

E70-15
7.35-15

F70-15
.7.75-15

G70-15
8.15-15

H70-15
8.45-15
J70-15
.8.85-15

K70-15
. .... .9.00-15

L70-15
9.15-15

You
should explain to customers
these
new tire
designations. Such knowledge
will
act as a re­
minder
never to mix
radial
ply, wide treads or
conventional tires on one axle.
0-14.
WHEEL
AND
TIRE
SPECIFICATIONS
'Jeep'

Universal

V6
Engine

CJ-5,
CJ-6,
CJ-5A,
CJ-6A
'Jeep*

Universal

F4
Engine

CJ-3B,
CJ-5,
CJ-6
DJ-5,
DJ-6

WHEELS:
Rim
Size 15 x
6.00
16 x 4.50
15 x 5.50

K
E
K

Attachment

Type
Stud
Stud Stud

Circle
Dia 5.50 5.50 5.50

5 5
4

Size
H-20
H-20
H-20

Rear
Axle Shaft End Float .001*-.006"
.001"-.006" .001 *-.006"
[0 ,025 a 0,152 mm.)
[0,025 a 0,152 mm.] [0,025 a 0,152 mm.]

TIRES:
Size.
7.35-15

6.00-16
6.85-15

Ply
Rating 4
4 2
Revolutions per Mile @ 30 mph.. . 781 730 803

Inflation
Pressure

Front
20
psi
[1,406 kg-cm2]
20 psi [1,406 kg-cm2] 24 [1,687 kg-cm*]

Rear
24
psi
[1,687 kg-cm*]
20 psi [1,406 kg-cm2] 24 [1,687 kg-cm*] 340

SPRINGS
AND
SHOCK
ABSORBERS

FIG.
S-2—FRONT
SPRING
AND
SHOCK
ABSORBER
—
LATE
CJ-3B,
CJ-5,
CJ-5A,
CJ-6,
CJ-6
A,
DJ-5, DJ-6 1—
Bracket
and Shaft

2—
Axle
Bumper

3—
Bolt
and
Lockwasher

4—
Spring
Clip
5—
Bolt

6—
Plate
7—
Bearing

8—
Bracket

9—
Nut
and
Lockwasher

10—
Spring

11—
Nut
12—
Washer
13—
Bushing

14—
Bolt

15—
Plate
and Shaft
16—
Lockwasher

17—
Nut

18—
Spring
Clip
19—
Bracket

20—
Bushing
(Spring)

21—
Shock
Absorber ings. See Par.

shackles.
S-6 for service information on U-
S-3.
Pivot
Bolts
Early
model
CJ-3B
is equipped with bronze bush­
ings, pivot bolts, and lubrication fittings. The
bolts
are
secured with castellated nuts and cotter pins.

Late
model
CJ
and DJ models are equipped with

rubber
(silent bloc) bushings, bolts, and locknuts

or
lockwashers and nuts. See Fig. S-2. See Par. S-2 for additional description.
S-4.
Remove
Spring
To
remove a spring, proceed as follows:

a.
Raise
the vehicle with a
jack
under the axle.

Place
a stand
jack
under the frame side
rail.
Then

power the axle
jack
so that the load is relieved from the spring with the wheels resting on the floor.

b.
Remove nuts securing spring clip bolts. Remove
the spring plate and clip bolts.
Free
the spring
from
the axle by raising the axle
jack.

C.
Remove the pivot bolt nut and drive out the pivot bolt. Disconnect the shackle either by re­moving the lower nuts and
bolts
on rubber-bushed

shackles,
or by removing the threaded bushings on

U-shackles
(see Par. S-6).
S-5.
Install
Spring

To
install a
spring,
first install the pivot bolt.
Then,,

connect the shackle using the following procedure:

a.
On bronze-bushed pivot bolts, install the bolt
and
nut and tighten the nut.
Then
back it off two
cotter pin
slots
and install the cotter pin. The nut must be
drawn
up tightly but must be sufficiently

loose
to allow the spring to pivot freely. Otherwise
spring
breakage may result.

b.
On rubber-bushed pivot bolts, install the pivot
bolt and locknut (or lockwasher and nut) only
tightly enough to hold the bushings in position until
the vehicle is lowered from the
jack.

c.
Connect the shackle. On
rubber-bushed
shpckles
install
the
bolts
as in subparagraph b above. For

U-shackles
see Par. S-6 installation instructions.

d.
Move the axle into position on the spring by

lowering
(or raising) the axle
jack.
Place the spring, center bolt in the axle saddle.
Install
the spring

clip
bolts, spring plate, lockwashers, and nuts.
Torque
the nuts 50 to 55 lb-ft. 6,9 a 7,6 kg-m.].

Avoid
over-tightening. Be sure the spring is free to
oscillate at both ends.
e. Remove both
jacks.
On rubber-bushed shackles
and
pivot bolts, allow the weight of the vehicle to
seat the bushings in their operating positions.
Then
torque the nuts to 21 to 30 lb-ft. [2,90 a 4,15 kg-m.]. 346

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

u
MISCEIiLaNEOUS

Contents

SUBJECT
PAR.

Abbreviations
U-15
Extra
Equipment U-2

Front
Bumper Weight U-9
Governor
U-3

Governor
Adjustment U-4

Governor
Maintenance. U-6

U-1. GENERAL

Miscellaneous information included in this sectioi
includes coverage of extra equipment, special
tools,
torque specifications, and charts and tables.

U-2. EXTRA
EQUIPMENT

Much
of the utility of the
*
Jeep*
Universal
is due to
the extra equipment which has been designed to adapt it for farming and industry. The mainte­
nance and use of
some
of this equipment is out­
lined
in this section.

U-3.
Governor Assembly

The
Novi governor is supplied for models equipped

with
the F4 engine.
This
is a centrifugal type governor and is illustrated in Fig. U-2. Complete

installation
instructions are supplied with each
assembly. Adjustment and operating procedures

are
given below.

U-4.
Governor Adjustment

a.
Adjust the carburetor to obtain smooth
engine

idle at 600 rpm., then
stop
the engine.
b.
Check
throttle linkage to ensure maximum
throttle opening. Be certain that throttle and
governor linkage is free.

c.
Place the carburetor throttle in wide-open posi­ tion and
pull
the governor control handle out to
the last notch. Adjust the governor to bellcrank

rod
so that the linkage
will
hold the carburetor
throttle in wide-open position.

d.
Close the governor control and start the
engine

Again
pull
the control out to the last notch and

adjust
the length of the cable at adjusting yoke so
that the
engine
will
run at
2600
rpm. Close the

control
to recheck the linkage for free action and
to make sure the
engine
will
return to 600 rpm.
idle speed.

If
the
engine
runs faster than this speed,
loosen

the lock nut which locks the governor hand control
handle on the dash to the rod and back off the
handle until the carburetor idle speed adjusting

screw
bears on the stop. Tighten the lock nut.
In
the absence of electrical tachometer equipment,

engine
speed may be determined by the speedom­
eter. Safely
jack
up the
rear
wheels and be sure the front wheel drive is not
engaged.
When driving
the
rear
wheels in high or direct transmission gear,
the
speedometer
will
read from 13j^ to 15 mph. [21.6 to 24.0 kph.] at an
engine
speed of from 900
to 1000 rpm.
SUBJECT
PAR.

Heater
U-10 Miscellaneous Data U-16

Pintle
Hook 1X7
Special
Tools. U-ll
Torque
Specifications U-13, 14, 15

Standard
and Recommended Tools
j.
.U-12

U-5.
Novi Governor Operation /

The
Novi governor is directly belted to the F4

engine
as no clutch is provided to disconnect the
drive.

To
operate the vehicle
WITHOUT
governor con­
trol,
push the governor hand control all the way
IN
against the instrument panel.

To
operate the vehicle
WITH
governor control,

pull
the governor hand control handle out. The
hand
control has nine notched positions. Pulling the

control
out to the first notch
sets
the controlled

engine
speed at approximately 1000 rpm. and each successive notch increases the speed 200 rpm.

until
2600
rpm. is reached in the ninth notch. The

hand
control may be released by turning the han­ dle one-quarter
turn
in either direction.

When
the
engine
is being operated under governor

control
(hand control out) the controlled
engine

speed may be
exceeded
at any time by depressing
the
foot
accelerator in the conventional manner to
secure a greater carburetor throttle opening than
that determined by the governor hand control
setting.

U-6.
Governor Maintenance

The
belt tension may be adjusted by raising or
lowering the governor in the slotted
holes
in the mounting bracket. Keep the pulleys and belt free
of
dirt
and oil. Belt slippage
will
affect governor
operation and a tight belt may cause
rapid
wear
of the governor shaft and bearings. Adjust it to
allow Yi' [12,7 mm.] depression midway
between
the pulleys with thumb pressure.
There
is little wear of the internal parts for they
operate in oil. The governor housings are equipped

with
both
fill
and
drain
plugs and also with level

indicating
plugs.
Check
the oil level at each vehicle
lubrication
and change the oil each time the en­

gine
oil is changed using the same grade oil used

in
the engine.

Caution:
Do not
fill
the governor housing above
the level plug. Overfilling
will
prevent governor
control
and possibly cause damage to governor in­

ternal
parts. The capacity of
these
governors is two fluid ounces [59,15 cm3]. The filler plug is
also a vent which should be cleaned thoroughly at
each oil change to be sure that the vent operates.

U-7.
Pintle Hook

The
standard type pintle hook, Fig. U-1, affords a
safe, easy hitch for towing a
trailer
or other vehicle. 357

u

MISCELLANEOUS
Designed primarily for use on the road, a safety

latch
locks the hook in the closed position and two
eye
bolts
are provided for attachment of safety chains which should be crossed when installed, to
prevent the hooks from jumping out of the
eyes.

Keep
the attaching
bolts
tight at all times. When

lubricating
the vehicle, place a few drops of oil on the hook and safety latch pivot pins.
FIG.
U-l—PINTLE HOOK
U-8.
Pintle Hook Installation

Six
holes
are provided in the frame
rear
cross mem­
bers of 'Jeep* Universals for the installation of
pintle hooks and safety chain eye bolts. On most vehicles, the pintle hook is attached using the top
four
holes
and the eye
bolts
are attached using the
lower two holes. On 'Jeep* Universals equipped
with
tail
gates,
the position of the hook and the eye must be changed to provide proper clearance.
On
these
vehicles, use the lower four
holes
for at­taching the pintle hook and the upper two
holes
for
attaching the safety chain eye bolts.
U-9.
Front
Bumper
Weight

The
best
performance of a four-wheel drive vehicle
is obtained when the load is equally distributed for
traction
on the front and
rear
wheels.
This
weight
distribution is disturbed when the vehicle is used
for drawbar work as the load on the
rear
wheels is increased and that on the front wheels decreased.
The
addition of a 265 pound front bumper weight
equalizes the load.
When
the load is equalized the front and
rear
axles
do approximately the same work which results in
prolonged life of
these
parts and considerably more
satisfactory performance.
The
bumper weight, Fig. U-3, is held in place by
four
bolts
and is provided with hand
holes
for lift­
ing.
Do not add sand
bags
or other
weights
in the vehicle. When driving over rough
terrain,
with the
weight in place, the driver should exercise due care.

FIG.
U-2—NOVI
GOVERNOR
— F4 ENGINE
1—
Pivot
Bolt

2—
Cotter
Pin

3—
Governor
Beilcrank

4—
Adjusting
Block
5—
Governor
Control

6—
Screw
7—
Control
Bezel
8—
Handle

9—
Vertical
Rod

10—Washer
11
—Nut

12— Nut
and
Lockwasher
13—
Stud

14—
Washer

15—
Screw

16—
Support
Bracket

17—
Fan
Drive
Pulley
18—
Governor
Drive
Belt
19—
Governor
(Novi)
20—
Governor
Drive
Pulley
21—
Horizontal
Rod

22—
Beilcrank
Bracket
23—
Washer
358

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

U
U-10. FRESH AIR HEATER AND

DEFROSTER

Refer to Fig. U-4.

Air
circulation of the
heater
and
defroster
unit
is

accomplished
by the use of a
12-volt,
two-speed

fan
motor.

Outside
air may be drawn
through
the
vehicle

fresh air
intake
shroud
into
the fan and
blown
out
across
the
heater
core
where
it is
heated
by the
hot circulating
coolant
from the
engine.
The
heated

air
then
enters
the transition
duct.
From the transi­

tion
duct
the
heated
air
passes
into
the
heat
distri­
butor
where
it is
distributed
to the
defroster
nozzle

and/or
floor
diffuser.
The
heater
and
defroster
controls
are
mounted
in the
control
panel
on the

instrument
panel. A
three-position
switch
mounted

in the
control
panel
operates
the
heater
fan.
FIG.
U-3—FRONT
BUMPER
WEIGHT

FIG.
U-4-
-FRESH
AIR
HEATER
AND
DEFROSTER

CJ-5
AND CJ-6 _ 1— Heater Assembly
2— Hose Clamp
3— Defroster
Nozzle

4—
Air
Duct Screen 5—
Air
Duct and Heater Collar
6—
Air
Duct Intake Tube 7— Hose Clamp
8— Straight Hot Water Hose
9— Heater Tube Elbow
10—Heater Hose Support Bracket
I
j—Defroster Hose
12— Hot Water Hose
13— Heater Nipple
14— Reducing Bushing
15— Inverted Flared Tube Nut
16— Inverted Flared Tube Connector
17— Heater Vacuum to Engine Tube
18— Heater Control Tube
19—
Clip
20— Grommet
21— Defroster Bushing
22— Heat Distributor Assembly
23— Heater Control Tube
24— Heater Control Tube
25— Heater Control Assembly
26—
Fuse
Holder Assembly
27— Bowden Wire (Control Panel to Heater)
28— Blower and Air Inlet Assembly 359

u

MISCELLANEOUS
U-16. MISCELLtflNEOUS DATA

DRAW
BAR
PULL

The
power plant of the 'Jeep* Universal is particularly well adapted to the great variety of ap­
plications. For higher speed highway use, and draw bar
pull
requirements for towing loads, the

full
engine
power is available; for power take-off shaft and pulley drive, the
full
engine
torque
(turning
effort) is available.

Draw
bar
pull
is the force exerted by a vehicle to tow a trailed load and is expressed in pounds.

For
continuous
agricultural
work, the maximum draw bar
pull
should be limited to 1200 pounds [544 kg.]. The 'Jeep' Universal is capable of much higher draw bar pulls than the 1200 pounds
approved for continuous service, which may be used for starting loads or towing loads for short
periods on
good
ground in which case a draw bar
pull
as high as 1800 pounds [817 kg.] may be
safely used.

Maximum
continuous draw bar pulls are most
often
encountered in plowing, disking and
har­

rowing
and it is in
these
applications that the owner should guard against continuously exceeding
the recommended limit.

The
approved limit of 1200 pounds [544 kg.] may be judged by the following operations which

nearly
approach this limit:

Operating
two 12 inch [30,5 cm.] plows at a depth of 6)4 inches [16,5 cm.] in dry clay loam.
Operating
a 7
foot
[2,13 meter] tandem disk at a depth of 4j^ inches [11,4 cm.] in
hard

winter
packed soil.

Operating
a 3-section spring
tooth
harrow at a depth of 5 inches [12,7 cm.] in soil which
has been previously disked.

It
is expected that, either on account of soil conditions or implement adjustments,
these
draw

bar
pulls
will
be exceeded. In
these
instances, tire slippage provides an inherent safeguard against
overloading. Do not add weight, other than the standard bumper weight, to increase draw bar
pull.