AUX JEEP DJ 1953 Service Manual

E

FUEL
SYSTEM
pressing downward on metering rod) or
seats
be­
fore the metering rod arm makes flat contact with the pump lifter link, make adjustment by bending
the lip on the metering rod arm.

E-17.
Choke System

The
choke system consists of a manually-operated
choke valve, a fast-idle connecting rod, and a fast-
idle arm. The choke valve is offset-spring loaded to prevent over-choking during the starting warm-
up period. When the choke valve is moved to a closed position for starting, the fast idle connector

rod
in Fig. E-ll revolves the fast idle link.
This
action increases the
engine
idle speed to prevent stalling during the warm-up period. A fast-idle
connector rod return spring prevents partial closing
of the choke valve. pump lifter which is connected to the throttle.

This
movement forces fuel from the chamber
above the diaphragm through discharge pump check valve and discharge pump jet.
This
auxiliary discharge of fuel supplies
engine
requirements for

quick
acceleration and heavy loads. When the
throttle is closed, the diaphragm is again pulled
down by high vacuum and another measured
charge of fuel enters the chamber above the
diaphragm
through the intake passage to be
available for the next cycle of operation.

Note:
The pump jet (see insert drawing in Fig.

E-12)
projecting into the air stream is permanently pressed into the carburetor body and should not
be removed. Also, carburetor design makes it im­ possible to adjust the pump stroke.
FIG.
E-ll—FAST
IDLE
ADJUSTMENT

1—Fast
Idle
Connector Rod
2—Fast
Idle
Link
E-18.
Fast
Idle Adjustment

With
the choke held in wide open position, lip (No. 1) (Fig.
E-ll)
on the fast-idle rod should con­
tact the
boss
on the body casting. Adjust by bend­
ing the fast-idle link at
offset
as shown by (No. 2).

E-19.
Accelerating Pump System

The
accelerating pump system shown in Fig. E-12
provides a measured amount of fuel for rapid acceleration and smooth
engine
operation when
the throttle is opened at lower speeds. In operation,
vacuum
is applied to the underside of diaphragm
at all times when the
engine
is running.
Lower

and
more uniform vacuum is provided by vacuum
restriction
and vacuum bleed passage. When the
diaphragm
is in its maximum down position at
low throttle resulting from high vacuum in chamber the chamber above the diaphragm is full of fuel

which
has been admitted through intake passage.
When
the throttle is opened, vacuum drops in the
chamber and the diaphragm is initially forced
upward
by the spring on the diaphragm shaft.
The
upward motion is picked up by accelerator
|
13347

FIG.
E-12—ACCELERATING
PUMP
SYSTEM

1—
Pump
Fuel
Passage
6—Intake
Passage

2—
Discharge
Pump Jet 7—Diaphragm

3—
Pump
Check
Valve
Ball
8—Vacuum Chamber 4—
Bail
Check
Weight
9—Vacuum
Restriction
Jet

5—
Pump
Lifter
Arm 10—Vacuum Bleed Passage
E-20.
Accelerating Pump Maintenance

If
engine
acceleration is unsatisfactory, remove the
pump diaphragm and check the diaphragm for wear

or
damage. Then remove the pump check retainer
ring
located directly above the pump check weight

and
pump ball check. Pump ball check must seat

properly
as a leak
will
cause poor acceleration performance. Inspect and replace all worn or
damaged parts.
Clean
and blow out all passages

with
compressed air.
Note
that when testing the pump for discharge volume with the carburetor
off the engine, only half of the maximum pump capacity
will
be discharged. When the
engine
is
operating, vacuum controls the balance of dis­ charge. 116

H

ELECTRICAL
SYSTEM
the condenser. Replace the condenser. If there is
no jump to full voltage, overhaul or replace the

distributor.

k.
With the points closed, connect the voltmeter

from
a clean, paint-free
post
on the distributor
body to the negative
post
of the battery. The volt­
age drop should be practically zero, a hardly
readable deflection on the voltmeter. If the volt­ meter registers a
voltage
drop, perform the checks

in
steps
1
and m following.

I.
Check
for
voltage
drop in the battery ground
cable.
Clean
the battery
post,
cable terminals, and contact surface on the bellhousing, or on body if

a
noticeable deflection of the voltmeter occurs,
m.
Check
for any
voltage
drop
between
the dis­

tributor
body and a clean, paint-free
spot
on the

cylinder
block. If there is any
voltage
drop, remove
the distributor and clean the mounting surfaces of
distributor
body and cylinder block.

H-5.
SECONDARY
CIRCUIT
If
satisfactory ignition is not obtainable with cor­

rect
point gap and tension; satisfactory condenser;
sufficient primary voltage; and correctly cleaned, gapped, and installed spark plugs; the secondary

circiut
should be investigated.

a.
Test the coil.
Bring
the coil up to operating
temperature using the coil heat feature of a coil tester, if available. Refer to the coil tester manu­

facturer's
instructions for specific hook-ups for
performing the checks given in
steps
b, c, and d following.
b. Connect the positive lead of the tester to the
battery terminal of the coil primary winding.
Con­
nect the tester ground lead to the coil tower. Mea­

sure
the resistance of the secondary winding. If the
resistance is more than
20,000
ohms, a fault in the
secondary winding is indicated.
c.
Check
for a grounded secondary by touching the tester ground lead to the coil cover. If resistance
is not over
100,000
ohms, the secondary is grounded
to the cover.

d.
If the secondary winding is satisfactory, mea­
sure
the primary current draw in accordance with
the instructions of the
test
equipment manu­
facturer.

e.
Check
the secondary circuit for leakage. With the coil primary in the circuit with the breaker unit of the tester, connect a long, high-tension
test
lead
to the coil tower.
Check
the secondary circuit for
leakage by performing the checks given in
steps
f. g, h, and i following.

Note:
In the following
tests,
a slight sparking and
meter deflection
will
usually be
seen
just as contact
is made.
This
is caused by capacitance and
does
not
indicate defective insulation.
f.
Check
distributor cap. Remove the coil lead from the cap and touch the
test
lead to the center contact
inside the cap. If the meter reading drops when the contact is touched or if sparking is seen, a leakage
path is present
between
the center contact and one
of the plug towers.
This
leakage path
will
be in the

form
of a
crack
or carbon track in the cap. Discon­ nect the spark plug wires from the cap one at a
time and
test
each plug contact with the high-
voltage
lead and with all other plug wires con­
nected. Any sparking or meter drop indicates that

a
leakage path exists
between
that particular con­
tact and an adjacent one. Testing the adjacent contacts
will
determine which pair is at fault,
g-
Check
distributor rotor. Touch the
test
lead to
the spring contact in the center of the distributor
rotor.
Any leakage in the rotor insulation
between

the contact and the shaft
will
cause a drop in the meter reading and usually sparking
will
be seen.

h.
Check
spark plug wires. Disconnect the spark
plug wires from the plugs and
test
the plug terminal of each. The meter reading should not drop below
the open secondary value (value before making contact). If it
does
or if a large spark occurs when
the
test
lead and the plug wire are separated, there
is a break in the insulation on that wire.

i.
Check
the coil tower insulation. Remove the
high-tension
test
lead from the coil tower and touch
the ground lead of the coil tester to several points

around
the base of the tower. Any sparking or deflection of the meter indicates a leakage path in
the tower insulation.

H-6.
Alternator Charging System

All
Jeep
Universal
Series vehicles have, as standard
equipment a 35-amp., 12-volt, negative ground
alternator and a transistorized
voltage
regulator.
For
repairing the alternator, many of its major components are furnished as complete assemblies

including:
complete brush assembly which requires no soldering or unsoldering of leads; two complete
rectifying
diode
assemblies which eliminate the need for removing and replacing individual diodes;

a
complete isolation
diode
assembly; and a rotor assembly complete with shaft,
pole
pieces, field coil,

and
slip rings.

The
transistorized
voltage
regulator is an electronic
switching device. It
senses
the
voltage
appearing at the auxiliary terminal of the alternator and
supplies the necessary field current for maintaining the system
voltage
at the output
terminal.
The out­
put current is determined by the battery electrical

load;
such as headlights, heater, etc.
The
transistorized
voltage
regulator is a sealed unit,
has no adjustments, and must be replaced as a
complete unit.

H-7.
Starting System

The
operation of the starter motor is controlled by
the ignition switch. The starter is made up of a
frame,
field coil, armature, and brushes.

The
starter solenoid electrically
closes
the circuit

between
the battery and the starter motor. When the ignition key is turned to its extreme right, the
solenoid is energized and
closes
the battery-to- starter-motor circuit.

Note:
All Jeep Universal Series vehicles have the

starter
solenoid switch secured to the starter motor
assembly. The Hurricane F4 and Dauntless V-6

engine
Prestolite starter drive is of the inertia type
(rexr
continued on
page
176) 174

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

H

12968
FIG.
H-4—WIRING
DIAGRAM—MODELS
CJ-5, CJ-6, DJ-5, DJ-6
LATE
F4
ENGINE

1—
Left
Headlamp
2—
Left
Parking and Signal Lamp
3— Right Parking and Signal Lamp 4— Right Headlamp
5— Generator
6— Ignition Distributor
7—
Oil
Pressure Sending Unit
8— Junction Block
9—
Horn

10— Foot Dimmer Switch 11—
Stop
Light Switch — Front
12— Temperature Sending Unit
13— Ignition
Coil

14— Starting Motor 15— Battery Ground Cable
16— Battery
17— Voltage Regulator 18—
Fuse

19— Instrument Cluster

A—Hi-Beam
Indicator

B—Auxiliary
C—Instrument
Lights

D—Oil
Pressure Indicator
E—Charging
Indicator
F—Temperature
Indicator

G—Fuel
Gauge
H—Instrument Voltage Regulator
20— Ignition and Starter Switch 21—
Flashei
(Directional Signal)
22—
Horn
Button 23— Directional Signal Switch
24— 4-Way Flasher Switch
25—
Flasher
(4-Way)
26—
Fuse

27—
Main
Light Switch 28—
Stop
Light Switch — Rear
29—
Fuel
Gauge
Tank
Unit
30—
Back-Up
Light Switch
31— Right
Tail
and
Stop
Lamp
32— Right Back-Up Lamp
33—
Left
Back-Up Lamp
34—
Left
Tail
and
Stop
Lamp

in
which the key can be removed. Turning the key
to the
left
energizes
auxiliary
equipment
such as
windshield wipers, radio, and heater. The turn
signal
lights
will
operate
with the
ignition
key in
either the
left
or right
position.
The
ignition
switch is held in
position
by a
tension
spring on the back
of the instrument panel and a
notched
bezel on
the front of the instrument panel.
H-8.
Lighting System

The
wiring for the lighting
system
is shown in the
wiring diagrams, Figs. H-2 thru H-7 of the manual,
which indicate the various units in relation to their

position
in the vehicle. The lighting circuit is pro­
tected
by an overload circuit breaker
mounted
on the rear of the light switch.
The
main light switch controls the lighting
system
177

H

ELECTRICAL
SYSTEM

14365

FIG.
H-5—WIRING
DIAGRAM—F4
ENGINE
CURRENT
MODEL
1—
Left
Headlamp

2—
Left
Parking and Signal Lamp
3—
Right
Parking and Signal Lamp

4—
Right
Headlamp
5—
Marker
Lamp
— Amber
6—
Generator
7—
Distributor

8—
Ignition
Coil

9— Starting Motor
10— Battery Ground Cable
11—
12
Volt
Battery

12—
Flasher
(Directional Signal)
13— Instrument Cluster
A—Hi-Beam
Indicator

B—Auxiliary
C—Instrument Lights
D—Oil
Pressure
Indicator
E—Charging Indicator
F—Temperature Indicator
G—Fuel
Gauge
Indicator
H—Instrument Voltage Regulator
14—
Ignition
and
Starter
Switch
15—
Horn
Button 16—
Directional
Signal Switch 17— 4-Way
Flasher
Switch
18—
Flasher
(4-Way)
19—
Windshield
Wiper Motor Switch
20—
Main
Light
Switch

21—
Fuel
Gauge
Tank
Unit

22—
Back-Up
Light
Switch
23—
Marker
Lamp — Red 24—
Right
Tail
and Stop Lamp
25—
Right
Back-Up Lamp
26—
Left
Back-Up Lamp
27—
Right
Tail
and Stop Lamp
28—
Marker
Lamp — Red 29— Stop
Light
Switch
30— Foot Dimmer Switch

31—
Windshield
Wiper Motor Assembly

32—
Voltage Regulator
33— Temperature Sending
Unit

34—
Oil
Pressure
Sending
Unit

35— Spark
Plugs
&
Cables

36—
Horn

37— Junction Block
38—
Marker
Lamp — Amber
through a
two-position
push-pull switch located on
the
left
side
of the control panel.
The
foot-operated
headlight dimmer switch is
mounted on the floorboard to the
left
of the steering
column.

H-9.
PRESTOLITE
DISTRIBUTOR
—
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite distributor on the F4
engine
is
mounted on the right
side
of the
engine
and is op­
erated by a coupling on the oil pump shaft, see Fig.
D-l,
which is driven by a spiral gear on the cam­
shaft. The spark advance is fully automatic, being controlled by built-in centrifugal
weights.
The Pres­

tolite
distributor on the V-6
engine
(Fig. H-8) is mounted at the
left
front of the
engine
on the tim­
ing chain cover. It is driven by a spiral gear on the
camshaft. The spark advance is fully automatic,
being controlled by built-in centrifugal
weights,
and by a vacuum advance system. While
some
parts of the distributor may be checked or replaced
with the unit mounted on the
engine,
it is
best
to periodically remove it for a thorough check. Infor­ mation covering the parts which can be serviced
without removal is
given
below.
The
Prestolite distributor installed on the V-6 en­

gine
is similar in construction to the distributor in­
stalled on the F4
engines
except
for the addition of

a
vacuum advance mechanism.
The
same checking procedures outlined in Par. C- 10a, are used for the Prestolite V-6 distributor with

exception
of specifications.
H-10. Distributor Cap

The
distributor cap should be inspected for cracks,
carbon runners and
evidence
of arcing. If any of

these
conditions
exists, the cap should be replaced.
Clean
any corroded high
tension
terminals.

H-11.
Rotor
Inspect the rotor for cracks or
evidence
of
excessive

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 condition is found the distributor cap
segment
will 178

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H

12967
FIG.
H-6—WIRING
DIAGRAM—LATE
V6
ENGINE

1—Left Headlamp

2—
Left
Parking and Signal Lamp
3—
Right
Parking and Signal Lamp

4—
Right
Headlamp
5— Voltage Regulator
6—
Alternator
7—
Oil
Pressure
Sender

8— Temperature
Sender

9—
Ignition
Distributor
10— Junction Block

11—
Horn

12—
Ignition
Coil

13— Starting Motor
14— Battery Ground Cable 15— Foot Dimmer Switch 21-
16— Stop
Light
Switch — Front 22-
17— Ballast 23-
18—
Flasher
(Directional Signal) 24-
19—
Fuse
25-
20— Instrument Cluster 26-

A—Hi-Beam
Indicator 27-

B—Auxiliary
28- C—Instrument Lights 29-

D—Oil
Pressure
Indicator 30-
E—Charging Indicator 31-F—Temperature Indicator 32-
G—Fuel
Gauge
33-
H—Instrument Voltage Regulator 34-
-Ignition
and
Starter
Switch

-Horn
Button

-Directional
Signal Switch
-4-Way
Flasher
Switch

-Flasher
(4-Way)

-Fuse

-Main
Light
Switch
-Stop
Light
Switch —
Rear

-Fuel
Gauge
Tank
Unit

-Back-Up
Light
Switch

-Right
Tail
and Stop Lamp

-Right
Back-Up Lamp

-Left
Back-Up Lamp

-Left
Tail
and Stop Lamp
be burned on the horizontal
face
and the cap will

also
need
replacing. H-12. Condenser

The
condenser
prolongs
the
life
of the distributor

points
by
preventing
arcing at the
contacts.
It
also
provides
a
hotter
spark by creating a reverse
surge

of current which rapidly breaks
down
the
magnetic

field of the coil by
demagnetizing
the core. Should
the
condenser
be leaky, a weak spark will result.

Check
the
condenser
lead for broken wires or
frayed insulation. Clean and
tighten
the
connec-
179

H

ELECTRICAL
SYSTEM

ffKHs)

3—<§)

FIG.
H-7—WIRING
DIAGRAM—V6
ENGINE
CURRENT
MODEL
1—
Left
Headlamp
2—Left Parking and Signal Lamp
3— Right Parking and Signal Lamp
4—Right Headlamp 5—
Marker
Lamp — Amber
6— Alternator 7— Voltage Regulator
8— Starting Motor
9— Battery Ground Cable
10— 12 Volt Battery
11—
Flasher
(Directional Signal)
12— Instrument Cluster
A—Hi-Beam
Indicator
B—Auxiliary

C—Instrument
Lights

D—Oil
Pressure Indicator
E—Charging
Indicator

F—Temperature
Indicator

G—Fuel
Gauge Indicator
H—Instrument Voltage Regulator
13— Ignition and Starter Switch
14—
Horn
Button
15— Directional Signal Switch
16— 4-Way Flasher Switch 17—
Flasher
(4-Way)
18— Windshield Wiper Motor Switch
19—
Main
Light Switch
20—
Fuel
Gauge
Tank
Unit
21—
Back-Up
Light Switch
22—
Marker
Lamp — Red
23— Right
Tail
and
Stop
Light 24— Right Back-Up Lamp
25—
Left
Back-Up Lamp 26—
Left
Tail
and
Stop
Light
27—
Marker
Lamp — Red
28—
Stop
Light Switch
29— Foot Dimmer Switch
30— Windshield Wiper Motor Assembly
31—
Ballast
Resistor 32— Ignition
Coil

33—
Spark
Plugs and Cables 34— Temperature Sending Unit
35—
Oil
Pressure Sending Unit 36—
Horn
37— Junction Block
38—
Marker
Lamp — Amber

lions
on the terminal
posts.
Be sure
condenser
is
mounted
firmly on the distributor for a
good
ground
connection.

Should a
condenser
tester
be available the capacity for
both
F4 and Prestolite V6
condenser
should
check from .25 to .28 microfarads. In the
absence

of
tester,
check by substituting a new
condenser.

H-13. Distributor Points
a. Examine the distributor
points.
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.
b. Check the
alignment
of the
point
for a full,
square
contact.
If not correctly aligned, bend the
stationary
contact
bracket slightly to provide align­
ment.

c. The
contact
gap should be set at .020"
[0,508
mm.],
on the F4 and .016"
[0,406
mm.] on the
Prestolite V6. Adjustment of the gap is accom­ plished by
loosening
the lock screw and turning adjusting eccentric screw 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.
d. Apply a thin film of cam lubricant to the cam to
lessen
fiber block wear.
e. Using Tool C-4094, check
point
contact
spring
pressure, which should be
between
17 and 20

ounces
[0,487
a
0,567
kg.] on the F4 and 17 to 22 oz.
[0,487
a
0,624
kg.] on the Prestolite V6.

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.
180

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
no soldering or unsoldering of leads; two complete

rectifying
diode assemblies
which
eliminate the need
for removing and replacing individual diodes; a
corpplete isolation diode assembly; and a rotor
assembly complete with shaft,
pole
pieces, field

coil,
and slip rings.

The
transistorized
voltage
regulator is an electronic
switching device. It
senses
the
voltage
appearing
at the auxiliary terminal of the alternator and
supplies the necessary field current for maintaining
the system
voltage
at the output terminal. The
output current is determined by the battery electri­
cal
load; such as headlights, heater, etc.

The
transistorized
voltage
regulator is a sealed

unit,
has no adjustments, and must be replaced
as a complete unit.

H-64. ALTERNATOR
PRECAUTIONS

The
following precautions must be observed to
prevent damage to the alternator and regulator.

a.
Never reverse battery connections. Always

check
the battery polarity with a voltmeter before

any
connections are made to be sure that all con­
nections correspond to the battery ground polarity of the vehicle.

b.
Booster batteries for starting must be properly
connected. Make sure that the negative cable of
the booster battery is connected to the negative

terminal
of the battery in the vehicle. The positive
cable of the booster battery should be connected
to the positive terminal of the battery in the
vehicle.

c.
Disconnect the battery cables before using a fast charger.

d.
Never use a fast charger as a booster for

starting
the vehicle.

e.
Never disconnect the
voltage
regulator while
the
engine
is running.

f.
Do not ground the alternator output terminal.
g.
Do not operate the alternator on an open
circuit
with
the field energized.

h.
Do not attempt to polarize an alternator.

These
precautions are stated here as an aid to

service
personnel. They are also restated at appro­

priate
places in the
text
of this section of the
manual.

H-65. ALTERNATOR
CHARGING
SYSTEM SERVICE
Important:
All alternator
tests
for the 35, 40 and
55 amp alternator are the same, however, there is a
difference
between
the location of the various ter­

minals
and field current specifications. The field

current
of the 35 amp alternator should be 1.7 to 2.3 amps, 40 and 55 amp alternators should be 1.8
to 2.4 amps, with
full
battery
voltage
applied to
the filed coil. Disassembly and assembly procedures

are
the same for all three alternators.
Terminal
locations and wire harness color
codes
for the 35,
40 and 55 amp alternator are shown in Fig. H-38.

H-66.
Service Diagnosis

In
diagnosing a suspected malfunction of the

alternator
charging system, consideration must
be given to the complete electrical power plant of the vehicle; including the alternator, regulator,
ignition switch, charge indicator lamp, battery,

and
all associated wiring. If it is suspected that the

alternator
is not fully charging the battery and

fulfilling
the electrical requirements of the electrical
system, several checks should be made before

checking
the alternator itself:

Note:
Whenever service is required in connection

with
an alternator problem, the first
step
should be to verify that the wiring harness hook-up is correct
as indicated in Fig. H-38.

a.
Test the condition of the battery and
state
of
charge
(Par. H-2).
If the battery is not fully charged
and
in
good
condition, use a replacement battery
for making alternator system
tests.

Caution:
Make certain that the negative battery

post
is connected to ground when making the
battery installation. Serious damage to the alter­

nator
can result if battery polarity is reversed.

b.
Check
fan belt for proper tension (Par.
C-27).

Caution:
To increase belt tension, apply pressure
to alternator front housing only as permanent damage can result if pressure is applied to
rear

housing.

H-67.
Alternator In Vehicle Tests

The
following
tests
are made with the alternator

in
the vehicle with output and regulator connec­
tions maintained to the alternator except as noted

in
Fig. H-27 and H-28. The field plug and
voltage
regulator are disconnected for
these
tests.
The

tests
are given in proper order and detail in the
following paragraphs.

a.
Isolation Diode Test: To determine if the isola­
tion diode is open or shorted, refer to Par. H-69.

b.
Alternator Output Test: To isolate the trouble
to the alternator or regulator, refer to Par. H-70.

c.
Alternator
Field
Circuit
Test: To determine the condition of the field
circuit
(brushes and rotor),

refer
to Par. H-73.

d.
Brush
Insulation
and Continuity
Test:
To deter­
mine the condition of the
brush,
refer to
Par.
H-75.

e.
Rotor In-Vehicle Test: To determine whether
the rotor coil is open or shorted, refer to
Par.
H-73.
f. Any further
tests
must be conducted with the

alternator
removed and disassembled. When this
is done, the condition of the rotor, the rectifying

and
isolation diodes, and the stator can be further
tested.

A
commercial alternator tester Sun
Electric
Model

VAT-20
or equivalent can be used to make all
necessary
tests
on the alternator system. If a com­

mercial
tester is used, follow the recommended
testing procedure outlined by the tester manu­

facturer.
If
a commercial tester is not available, follow the
testing procedure as outlined in this manual.

H-68.
Test Equipment

a.
Volt Ampere Tester such as Sun
Electric
Model

VAT-20
or equivalent with meter ranges as shown

in
the following list can be used. 195

H

ELECTRICAL
SYSTEM DC
ammeter — 0 to 60 ampere

DC
ammeter — 0 to 5 ampere

DC
voltmeter — 0 to 16 volt
Rheostat — 40 ohm capable of
handling
3 amps.

Carbon
Pile — 45 amperes

b.
Diode Rectifier Tester C-3829.

c.
12-volt DC
test
lamp.

d.
Ohmmeter of any commercial type is not ab­solutely necessary but can be helpful.

H-69.
Isolation Diode
Check

With
the ignition key in the off position the correct voltage at the auxiliary terminal is zero volts. If
voltage measured at auxiliary terminal is the same as voltage at output terminal, the isolation diode
is shorted. In most cases, the charge indicator lamp
would be glowing with the ignition off if the isola­ tion diode were shorted. Refer to Fig. H-23.
GREEN

DC
VOLTS
13401

FIG.
H-23—ISOLATION DIODE
TEST-
SHORTED DIODE
With
the engine running the correct voltage at the

auxiliary
terminal is 15.4 volts and at output ter­

minal
is 14.4 volts. If voltage of auxiliary terminal
is 15.4 volts, while at output terminal it is 12 volts

or
battery voltage, the isolation diode is open. In
most cases, this would be indicated by the charge

GREEN

TO
CHARGE
INDICATOR
LAMP1

15.4
VOLTS BLACK
VOLT

REG DC
VOLTS

BATTERY

DC
VOLTS
FIG.
H-24—ISOLATION DIODE
TEST-

OPEN DIODE
indicator
lamp glowing when the engine is running.

Refer
to Fig. H-24.

If
the isolation diode is shorted or open, the heat

sink
and diode should be replaced as an assembly.

At
the time of manufacture, the diode is pressed into the heat sink and the complete assembly is in­
sulated from the alternator housing.

H-70.
Alternator Output Test

This
test
excludes the regulator from the alternator
system, thereby isolating the problem to either the regulator or alternator. Disconnect field and voltage regulator plug and
connect jumper from auxiliary terminal to field

terminal.
Start
engine and run at idle. Refer to

Fig.
H-25.
DC
VOLTS

13403

FIG.
H-25—ALTERNATOR OUTPUT
TEST
If
voltage at auxiliary terminal rises to 15 or 16
volts now, when it did not with voltage regulator
connected, then defect is in regulator and it should
be replaced. If voltage
does
not rise at auxiliary

terminal,
defect is in alternator stator or rectifier diodes, if field circuit checked out properly. For
defects
in stator or diodes, remove alternator from vehicle.

If
rated current output is obtained with at least 13
volts but less than 15 volts at the output terminal,
the alternator is functioning properly.

Caution:
Do not exceed rated current output of
alternator
by increasing load on alternator.

If
rated
current
output cannot be obtained, proceed

with
the
tests
and checks given in the following
paragraphs
and isolate the cause.
Note: The system is designed to produce slightly
more output at low operating temperatures and less
at higher temperatures to accommodate the
varying
demands of electrical power normally consumed at

these
temperatures.

H-71.
Regulator Test

The
regulator should be checked with an alternator
that is functioning properly. If the alternator is questionable, perform the Alternator Output Test
(Par
H-70) which excludes the regulator from the

charging
system and, therefore,
tests
the condition
of the alternator alone. 196

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

H
H-72.
Removal
and
Installation
of

Voltage Regulator

The
transistorized
voltage
regulator is a sealed unit.
It
cannot be disassembled or adjusted. If found to
be defective in any way, it must be replaced as
a
unit.

The
transistorized
voltage
regulator is mounted on
the fender dust shield by three mounting screws.

Wiring
connections to the charging circuit are made through a three-prong connector.

To
remove the regulator, disconnect the three
-
prong connector and remove the three mounting

screws.
Installation of the regulator is the reverse
of the removal. (Refer to Fig. H-26.)
FIG.
H-26—VOLTAGE
REGULATOR

H-73.
Alternator Field Circuit Test

Voltage
Test — Refer to Fig. H-27.

a.
With the ignition key on and
engine
not
run­
ning,
the correct
voltage
at the auxiliary terminal is
approximately 1.5 volts. If the
voltage
at auxiliary

terminal
is higher than 2 volts, field circuit is defective — check brushes.
GREEN

13404

FIG.
H-27—FIELD
CIRCUIT TEST—VOLTAGE If
voltage
reads zero volts at auxiliary terminal,
check charge indicator lamp and associated circuit.
If
this
voltage
is not correct, continue with the fol­
lowing
test
described in paragraph b.
Amperage Test — Refer to Fig. H-28. b.
This
test
evaluates complete field circuit, inde­
pendent of
voltage
regulator.
Circuit
is through
brushes, slip rings, rotor to ground. With ignition switch off, current should be 2 to 2.5 amps. If
less

than
this, check brushes and slip rings. It is de­

sirable
to use a field rheostat in series with meter
for protection of the meter. If field is shorted, ex­
cessive current
will
flow through meter and dam­
age may result.
GREEN
FIELD
WIRE

DISCONNECTED

13405

FIG.
H-28—FIELD
CIRCUIT TEST- AMPERAGE
DRAW
H-74.
Brush Removal
and
Inspection

Refer
to Fig. H-29.

The
brushes can be removed and inspected while
the alternator is in the vehicle.

a.
Disconnect the plug to the field terminal. b. Remove the two screws and brush cover.
c. Remove brushes.
d.
Inspect brushes for excessive wear and proper
tension. The brushes can be installed by reversing
the above procedure.

H-75.
Brush Insulation
and
Continuity Test

Refer
to Fig. H-30.

a.
Connect leads of a 12-volt
test
lamp to field
FIG.
H-29—BRUSH
REMOVAL

1—
Screw

2—
Cover

3—
Brush
and
Holder
Assembly
4—
Alternator
197

H

ELECTRICAL
SYSTEM
FIG.
H-38—WIRE
COLOR CODE
AND

LOCATIONS
FOR
ALTERNATOR HOOK-UP

1— Regulator (Auxiliary)
Terminal
(Cable —
Grey)

2— Output
Terminal:
(Red)

3—
Regulator
Terminal
(Cable —
Grey)

4—
Ground
Terminal
(Cable — Black-White
Tracer)
5—
Field
Terminal
(Cable — Green-White
Tracer)

6—
Ground
(Optional)
Terminal
(Cable — Black-White
Tracer)
REAR
VIEW

35
AMP.
ALTERNATOR
REAR
VIEW
40
& 55 AMP.
ALTERNATOR
given in Par. H-78, adjusting the fan belt to its
proper tension after the alternator is mounted, as described in Par. C-27. Wires should be connected
as shown in Fig. H-38.

When
the vehicle is equipped with a radio, a .55
mfd. capacitor is required on the alternator. Mount
the capacitor strap to a ground terminal and con­
nect the lead to the output terminal.
H-88.
STARTING
SYSTEM
SERVICE
H-89.
Ignition
Switch

The
ignition switch serves both to energize the
ignition system and
engage
the starter switch.
The
ignition switch has four positions: (1) AC­

CESSORY,
(2)
LOCK,
(3) ON, and (4)
START. The
key must be in the switch to turn it to any position other than
LOCK,
and the key can be
removed only in the
LOCK
position.
In "ACC",
a connection is made from the battery

terminal
to the accessory terminal of the switch to
allow accessories such as the radio, blower and/or
windshield wiper to be operated with the ignition, fuel
gauge
and indicator light circuits off.
In "LOCK",
no accessory supplied through the
ignition switch can be operated. Also, the ballast
resistor (V-6
engine
only) circuit to the ignition
coil
(IGN) is grounded.
In
"ON", a connection is made from the battery

terminal
to the accessory terminal so that all
ignition switch supplied accessories can be operated. Also the battery is connected to the ballast resistor
(V-6
engine
only) leading to the ignition coil

(IGN).
From
this same terminal, a lead
into
the
instrument cluster energizes the fuel
gauge
and
indicator lights.
In "START",
all ignition switch supplied acces­
sories are temporarily disconnected. A connection is made to the starter solenoid lead. The charge

and
oil indicator lamps
will
light until the
engine
is started.
H-90.
Ignition
Switch
Removal

a.
Remove the bezel nut and pull back the main
switch body.
Lower
the switch
body
from under the instrument panel so that the wiring harness plug

can
be removed from the prong connection,
b. If the lock cylinder is to be removed, turn the
ignition key to the right and insert a short
piece

of wire or end of a paper clip
into
the lock release

hole
in the switch body. Pressing on the lock
cyl­
inder retainer
will
allow the cylinder to be removed.
H-91.
Ignition
Switch
Installation

Before installing the lock cylinder
into
the main
switch body,
note
the position of the lock cylinder
retainer.

a.
Place the lock cylinder
into
the main switch
body
with the highest part of the lock cylinder
retainer in line with the lock release
hole
in the
main
switch body.
b. Compress the lock cylinder retainer so that the
lock cylinder can be installed all the way
into
the

main
switch
body
or until the retainer can be

seen
through the pin hole.

c.
Install
wiring harness plug
onto
switch
body

prong connection.

d.
Install
this main switch
body
into
the instru­
ment panel opening from the
rear.

e. To make sure that the switch is in its correct position, install the ignition key in the off position.
Then
turn the switch
body
until the key is straight
up and down. Remove the key, install the bezel
nut and secure.
H-92.
PRESTOLITE
STARTING
MOTOR
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite starting motor on the V6
engine
is

similar
in construction (with exception of pinion housings) to the starting motor installed on F4

engines.
The
starter solenoid switch is bolted to the starter
frame.

The
starter is equipped with
sealed-type
absorbent
bronze bearings and no lubricant is required. Service procedures for the Prestolite starter are
given in
Pars.
H-93 to H-107. 202