1953 JEEP CJ tow

FUEL
SYSTEM

1-5/32

133S2

FIG.
E-23—FLOAT
LEVEL
ADJUSTMENT
l—Float
Arm 2—Float Scam

horn
to fuel bowl with attaching screws. Tighten screws evenly and securely.

Note:
Longest air horn attaching screw
goes
in top
of pump housing.

m.
Install
choke rod into choke lever and fast-idle

cam.
Install
fast-idle cam screw and tighten se­

curely.
See Fig. E-25 for proper installation,
n.
Insert accelerator pump rod through outer
hole

and
into throttle lever; fasten with retainer.
A33S3

FIG. E-24—FLOAT DROP ADJUSTMENT
1—Float Tang 2—Float Drop Gauge 3—Float
E-40.
External
Carburetor
Adjustment

All
adjustments on the carburetor, except for float
adjustments, are made externally. For float level

and
drop adjustments, see
steps
j and k of Par.

E-38,
above.

E-41.
Accelerator Pump Adjustment

Unthread
curb-idle speed adjustment screw and completely
close
throttle valves in bore. Place
pump
gauge
across top of carburetor air horn ring,
as shown, with 15^" [29,369 mm.] leg of
gauge
pointing downwards, towards top of pump rod.

Lower
edge
of
gauge
leg should just touch the top
of the pump rod. Bend the pump rod, as required, to obtain the proper setting. See Fig. E-26. ]
13354

FIG.
E-25—CHOKE LINKAGE—INSTALLED VIEW 1—
Choke
Lever

2—
Trip
Lever

3—
Choke
Rod
4—
Throttle
Stop Screw 5—
Pump
Rod

13355

FIG.
E-26—ACCELERATOR
PUMP
ADJUSTMENT 1—
Pump
Gauge 2—
Pump
Rod

3—
Throttle
Shaft — Closed Position
E-42.
Curb
Idle Speed and Mixture
Adjustments

Adjust
curb idle speed adjustment screw to obtain

engine
idle speed as specified in Par. E-79. See Fig.

E-15.

When
engine
is at normal operating temperatures,

adjust
idle mixture
needle
screws to obtain smooth­
est
engine
idle; readjust idle speed if necessary.

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

in
which combustion continues to take place after
the normal ignition spark from the distributor has
been shut off by turning off the ignition switch. It 124

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

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

H

ELECTRICAL
SYSTEM
FIG.
H-9—DISTRIBUTOR ASSEMBLY- HURRICANE F4 ENGINE 1—
Cap
6—Advance Plate
Lock
Screw
2—
Rotor
7—Oiler and
Felt
Wick

3—
Primary
Wire
8—Drive Shaft
4—
Breaker
Plate 9—Drive Shaft
Collar
and
Thrust
Washer 5—
Governor
Weights
attaching screws; remove vacuum advance unit
from housing.
e. Remove the two clamp
hinge
to breaker plate
screws; remove breaker plate from housing.
f. Remove the shaft assembly. To do this, file off
the upset end of the pin which is placed through
the collar and shaft at the lower end of the housing

and
drive out the pin with a suitable punch. Re­
move
the collar and washer.
Pull
the shaft from
the housing.
g. Should it be necessary to remove the cam as­
sembly, first remove the
felt
wick from the upper
end. Use
long-nose
pliers to compress and remove the spring locking clip located at the
bottom
of the

drilled
center opening of the cam. Remove the cam.

H-17.
Distributor Inspection

If
the shaft and bearings are worn sufficiently
to allow .005" or more
looseness
of the shaft,
they
must be replaced. Before installing new bearings,
soak them in medium grade
engine
oil and allow
them to
drain.
Wipe all oil from the upper part of
the housing.

Important:
After new bearing installation,
drill
a

y%"
[3,2 mm.] lubrication
hole
through the upper bearing
before
installing the drive shaft. Refer
to Fig. H-8 item 16.

At
assembly, apply a film of grease to the upper
drive
shaft washer and put a small amount of
grease in the bearing bore just
above
the bearings.

Lubricate
the governor mechanism sparingly with
medium grade
engine
oil in the oiler mounted on
the side of the housing and 5 drops on the
left

located in the center opening of the cam directly

below
the rotor. Place a very light smear of grease
on the cam and 1 drop of oil on the breaker arm pivot.
Before installing the distributor, check the friction

spring
mounted on the lower end of the drive shaft

and
replace it if worn or damaged. Inspect rod end of vacuum advance mechanism
for
excessive
wear. Push rod
into
unit as far as
possible, hold finger tightly over nipple, then release rod. After about 15 seconds, remove finger
from nipple, and
notice
if air is drawn
into
unit.
If
not, diaphragm is leaking and unit must be
replaced.

H-18.
Installation and Ignition
Timing

If
the
engine
crankshaft has
been
rotated, with the
distributor off, it
will
be necessary to place No. 1
piston in firing position to correctly install the distributor. Refer to
Pars.
C-10 and
C-ll. Oil
the distributor housing where it bears in the

cylinder
block and install the distributor on the
cylinder
block. Mount the rotor on distributor shaft

and
turn
the shaft until the rotor
points
towards No. 1
spark
terminal tower position (when cap is installed) with the contact
points
just breaking. Move the rotor back and forth slightly until the

driving
lug on the end of the shaft enters the
slot

cut in the oil pump gear and slide the distributor
assembly down
into
place. Rotate the distributor
body
until the contact
points
are just breaking.
Install
the hold down screw.

H-19.
Ignition
Coil
— F4 Engine

The
sealed coil
does
not require any special service
other than keeping the terminals and wire con­ nection clean and tight.

The
positive (+) terminal of the coil is connected
to the ignition switch and is also connected directly
to the starter solenoid to by-pass the resistance

during
cranking of
engine.

The
negative
(—) terminal is connected to the
distributor. The secondary (High tension) terminal
is connected by a short cable to the center terminal

in
the distributor cap.

Note:
Always make certain the coil wires are con­
nected to the proper coil terminals to ensure cor­
rect coil polarity.

H-20. DELCO DISTRIBUTOR
—
DAUNTLESS
V-6
ENGINE
The
distributor (Fig. H-10) is mounted at the
left

front of the
engine
on the timing chain cover. It
is driven by a
spiral
gear on the camshaft. The

spark
advance is fully automatic, being controlled 182

H

ELECTRICAL
SYSTEM
Regulator
ground screw to battery ground post
—.03-volt maximum.

Generator
frame to battery ground post—.03-volt
maximum.

H-47.
Test Procedure

a.
Circuit
Breaker—Connect
an ammeter in series between the regulator B-terminal and the lead
wire
removed from that terminal. Connect a
voltmeter between the regulator
A-terminal
and the regulator mounting base. Disconnect the field lead

from
the regulator
F-terminal
and insert a variable resistance (3 amp., 50 ohm capacity) between the

lead
and the regulator terminal. Run the generator
at about 1000 generator rpm. Insert all the re­
sistance in the field
circuit,
then slowly reduce the
resistance noting the voltage reading just before the change caused by the closing of the circuit

breaker.
Increase the charging rate to the figure
specified for the regulator being tested then reduce
the charging rate by inserting resistance in the
field
circuit.
Note
the voltmeter and ammeter

reading
just before the circuit breaker
opens
and
the ammeter reading drops to zero. The closing voltage and the opening voltage or current should
be within the limits specified. An accurate method
for noting the exact instant of the opening or closing
of the circuit breaker is to connect a headphone (2000 ohms or higher) to the battery and armature

terminals
of the regulator. When the contacts
open or close a
click
will
be
heard
in the headphones.
To
adjust the closing voltage change the armature

spring
tension by bending the hanger at the lower end of the spring. Increase the spring tension to

raise
the closing voltage or decrease the tension
to lower the closing voltage. To adjust the opening voltage raise or lower the stationary contact
keeping the contacts perfectly aligned. Increasing
the contact gap lowers the opening
'
voltage.
Change
the contact gap by expanding or contract­
ing the stationary contact bracket, keeping the
contacts aligned. Do not adjust the gap between
the contacts to less than the specified minimum.

b.
Voltage Regulator—Connect the ammeter as in

step
a. Connect the voltmeter between the regulator
B-terminal
and the regulator base. Remove the

variable
resistance from the field
circuit.
Run the
generator at
half
output for 15 minutes to bring
the regulator to normal operating temperature.

Keep
the cover on the regulator during the
warm-

up period and also when taking readings.
Stop the engine then bring it up to approximately 2500 generator rpm. Adjust the amperage to
half

maximum
output by turning on lights or accessor­
ies and then
note
the voltmeter reading.
This
read­

ing should be within the limits specified for the voltage regulator operation. To adjust the oper­
ating voltage change the
armature
spring tension by
bending the hanger at the lower end of the
arma­

ture
spring. After each adjustment
stop
the engine then restart it.
Bring
it up to speed and adjust the

current
before taking a reading. In order to obtain

an
accurate indication of the operation of the volt­
age regulator unit connect a headphone (2000 ohm

or
higher) between the
F-terminal
and ground to

pick
up the sound of the opening and closing of the
contacts. The clicks should be regular and clear without irregularities or missing. If the
tone
is not

clear
and regular remove the regulator cover and
inspect the contacts. The contacts should be flat
and
not burned excessively and should be aligned
to make
full
face contact. If the contacts need
cleaning refer to paragraph d for the method.

c.
Current
Regulator—Connect the regulator and the
test
equipment as in
step
b. Running the generator at approximately 3000 generator rpm.,

turn
on lights and accessories so that the generator must charge at maximum rate. The ammeter should give a reading within the limits specified.

To
adjust opening amperage, change the armature

spring
tension by bending the hanger at the lower
end of the armature spring. After each adjustment,

stop
the engine, then restart it.
Bring
the engine up to speed and take an ammeter reading. Keep
the cover on the regulator when taking
these

readings.

Connect
a headphone (2000 ohms or higher) be­
tween the regulator
F-terminal
and ground to pick
up the sound of opening and closing of the contacts.

Clear,
regular clicks should be heard over the
headphones; they should not be
irregular
or missing.
If
the
tone
is not clear and regular remove the
regulator cover and inspect the contacts. The
contacts should be flat and not burned excessively

and
should be aligned to make
full
face contact. If
the contacts need cleaning refer to paragraph d.
below for the method.

d.
Contacts—Inspect the contacts on all three
units.
In normal use the contacts
will
become

grayed.
If the contacts are burned or dirty or if they are not smooth, file the contacts with a #6

American,
Swiss cut, equalling file. Move the file

parallel
and lengthwise to the armature.
File
just
enough so that the contacts present a smooth
sur­

face toward each other. It is not necessary to remove every trace of pitting. After filing, dampen

a
piece of linen or lintless bond tape in refined

carbon
tetrachloride and draw the tape between
the contacts. Repeat with a dry piece of tape. Use
clean
tape for each set of contacts.
e. Recheck—Operate the unit at
half
maximum
output for five minutes with the cover on the regu­

lator.
Repeat the testing procedure for all units as described in a, b, c above. Be sure cover is on regu­

lator
when taking readings.

H-48.
Quick
Checks

H-49.
Low Charging Rate with a
Fully
Charged
Battery

A
fully charged battery and a low charging rate
indicates normal regulator operation.
A
further check of the regulator operation can be
made by using the starting motor for 5 to 10
seconds with the ignition switch in the "off" posi­ tion.
Then
start the engine and operate at a genera­
tor speed of 2500 to 3000 rpm. The charging rate should rise to its maximum value then taper off to

a
minimum charge as the battery becomes charged.

H-50.
High Charging Rate with a
Fully
Charged
Battery

This
is usually an indication that the voltage regu­

lator
is not operating correctly. The high voltage 192

UNIVERSAL
SERIES
SERVICE
MANUAL

H

t
^

12956

FIG.
H-41—PRESTOLITE
STARTING
MOTOR—V-6
ENGINE

1—
End
Plate
2—
Oiling
Pad

3—
Thrust
Washer
4—
Brush
Plate Assembly 5—
Screw

6—
Lock
Washer 7—
Insulating
Washer
8—
Terminal

9—
Field
Coil
and Pole Shoe

10—Frame
11—
Insulating
Washer
12—
Washer

13— Nut
14
—Lockwasher

15—
Insulating
Bushing
16— Pole Shoe Screw
17—
Bearing,
Outer
18—
Drive
End
Frame
Pinion Housing
19— Intermediate Bearing Housing
20—
Lock
Washer 21—
Screw

22— Bendix Drive
23—
Thrust
Washer

24—Pin

25—
Armature

2 6—Commutator
27—
Thru
Bolt
28—
Insulator

29—
Bearing,
Intermediate
and
the armature rotated slowly by hand. If a
shorted coil is present, the steel strip
will
become
magnetized and
will
then vibrate.
H-101-
Field
Coils

Using
test
probes, check the field coils for both
ground and
open
circuits.

a.
To
test
for ground, place one probe on the motor frame or
pole
piece
and touch the other probe to the field coil terminals. If a ground is present, the
lamp
will
light.
b.
To
test
for
open
circuits, place the probes on
the field coil terminal and on an insulated brush.
If
the light,
does
not light, the coil is
open
circuited.
H-102.
Brush
Holder Inspection

Using
test
probes, touch the insulated brush holder with one probe and a convenient ground on the commutator end head with the other probe. If the
lamp lights, it indicates a grounded brush holder.
H-103.
Starting Motor Reassembly

Refer
to Fig. H-40 and H-41.

a.
When assembling absorbent bronze bearing
found in the end plate and drive end frame, always
use the proper arbor
designed
to
give
the proper
bearing fit. Soak the bearings in oil
before
assem­
bling in the bearing bore. Give the bearing
seats

a
light coating of oil.

Note:
At assembly, the outer pinion housing bear­
ing must be flush with the bearing bore on the inside of the housing; the intermediate bearing
must be flush with the bearing bore on the side
toward the armature.

b.
Brushes should be correctly installed and con­
nected as outlined in Par. H-98 in order to be sure
of proper starting motor efficiency.
c. Assemble the armature bearing plate and Bendix

Folo-Thru
Drive to the drive end frame.
Install
the two holding cap screws and lock washers. Tighten them securely. 205

H

ELECTRICAL
SYSTEM
sibility
of the cable shorting at the
engine
or frame.
Remove nut and lock washer securing the ignition

wire
to the solenoid
post
and remove the two screws and lock washers securing the solenoid to
the starter frame. Remove the switch,
b.
To install the solenoid switch reverse the re­

moval
procedure given above.

H-10S.
STARTING MOTOR
—
DELCO
DAUNTLESS
V-6
ENGINE

Refer
to Fig. H-45.

The
starting motor used on the Dauntless V-6 en­

gine
has an integral solenoid switch and enclosed
shift lever which first shifts the overrunning clutch
pinion into
engagement
with the ring gear on the
flywheel of the
engine
and then
closes
the electrical
circuit
to cause
engine
cranking. When the
engine

starts,
the overrunning clutch
disengages
to pre­ vent transfer of
engine
speed to the starting motor.

Note:
Should a service replacement starter motor
be required the factory recommends replacement

with
original equipment parts; however, should the need arise an existing starter motor (Delco or
Prestolite) could be replaced with the current
Delco-Remy
starter, model 1108375, with the
following modifications to the wiring harness. If
the existing starter motor wiring harness
does
not
provide a 12 ga. purple conduit wire, (connects the ignition switch to the starter motor) then a 12 ga.

purple
conduit wire 70 inches long, must be in­

stalled.
Should the existing starter motor wiring
harness
contain a 16 ga. light blue conduit wire, (connects the ignition switch and starter motor)
bend this wire back and tape out of the way.

H-109.
Starting Motor Disassembly
a.
Before removing the starting motor from the
engine, disconnect leads and cover battery lead

terminal
with piece of
hose
or tape to prevent
short circuiting.
Note
locations of wiring connec­
tions to assure proper reconnection. Remove the cap screw that secures the starting motor to the
angle bracket on the side of the engine. Remove
the two cap screws that secure the drive end of
the starting motor to the cylinder block; remove
the starting motor.

b.
Remove terminal nut and disconnect field lead,

which
passes through grommet at top of motor,
from
motor terminal of solenoid. Remove two
thru

bolts
from motor. Remove commutator end frame

and
field frame assembly from solenoid and drive assembly.
e.
Pull
out pivot pins of brush holders and remove each of two brush holder and spring assemblies

from
field housing. Remove screws which attach
brushes and leads to holders.

d.
Remove armature and drive assembly from
drive
housing. Remove thrust collar from pinion
end of armature shaft. Remove leather thrust

washer
from
opposite
end of shaft.
e. To separate drive assembly from
armature,
place

a
metal cylinder of proper size (J^" [12,7 mm.]
pipe coupling is satisfactory) over end of armature
shaft to bear against the pinion
stop
retainer. Tap
retainer
toward armature to
expose
snap ring as
shown in
Fig.
H-47. Remove snap ring from
groove
in
shaft; slide retainer and pinion drive assembly

from
shaft. Remove assist spring from shaft,

f.
Remove two screws holding solenoid switch to
drive
housing remove switch. Remove small nut

and
insulating washer from the solenoid S terminal.
Remove nut and insulating washer from the
sole­

noid battery (large) terminal. Remove two screws that attach switch cover to solenoid and remove cover for inspection of switch parts. Remove shift
lever fulcrum bolt and remove shift lever, plunger,

and
return spring.
12765
FIG.
H-47—REMOVING PINION
DRIVE
ASSEMBLY

FROM
ARMATURE SHAFT

1— XA ' Pipe Coupling

2—
Snap
Ring
and Retainer

3—
Armature
Shaft
4—
Drive
Assembly
H-110.
Starting
Motor
Cleaning and
Inspection

a.
Wipe all parts clean with clean cloths. The
arma­
ture,
field coils, and drive assembly must not be
cleaned by any degreasing or high temperature
method.
This
might damage insulation so that a
short
circuit
or ground would subsequently develop.
It
would also remove lubricant originally packed

in
the overrunning clutch so that clutch would

soon
be ruined.

b.
Carefully
inspect all parts visually for wear or
damage. Make necessary repairs or replace unserv­
iceable parts. Any soldering must be
done
with

rosin
flux.

Note:
Never use acid flux when solding any elec­

trical
connections and never use emery cloth to
clean
armature
commutator or other
electrical
units. 208

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

I
Note:
The clutch release bearing is lubricated at
time of assembly and no attempt should be made
to lubricate it Refer to Fig. 1-23 when lubricating
the clutch throwout bearing collar. c. Reassembly

To
assemble the clutch to the flywheel, first put
a
small amount of light cup grease in the flywheel
pilot bushing, install the driven plate, with short
end of hub toward the flywheel, then place the pressure plate assembly in position.
With
a clutch
plate aligning arbor or a spare transmission main
shaft, align the driven plate splines leaving the
arbor
in position while tightening the pressure plate
screws evenly.
Next, assemble the flywheel housing to the
engine
and
reinstall the transmission and transfer case or
install
the
engine
in the vehicle, depending on the
procedure of removal. Make sure that the clutch
release bearing
carrier
return spring is hooked in place. For the remainder of the assembly reverse
the operations that were used in removing the
transmission and transfer case or the
engine
referring
to the instructions given in Section J for the transmission and Section D and Dl for the
engine.

d.
Adjust the clutch control cable so there is 3A" [19,05 mm.] free pedal travel. (Refer to Par. 1-3)

1-10.
CLUTCH
—
DAUNTLESS
V-6
ENGINE
•
Diaphragm Spring Type
(Early
Models)

*
Jeep' vehicles equipped with a Dauntless V-6 en­
gine
use a 10.4" [26,4 cm.] single-plate, dry-disc

clutch,
incorporating a diaphragm-type spring as­
sembly.

When
the clutch pedal is depressed, it
moves
the
clutch
fork in the direction shown in Fig. 1-8. The

clutch
fork, pivoting on a
ball
stud, acts upon the
throwout bearing. The bearing then forces the
prongs of the diaphragm spring in the direction shown in
Fig.
1-8. The diaphragm spring is mounted
so that it pivots on its retaining rings.
This
reverses
the direction of force.
Force
is applied directly to
the three retracting springs which then
move
the
pressure plate
rearward,
away from the driven plate.

The
clutch driven plate assembly slides freely on
the transmission main drive gear splined shaft. It is keyed to the gear shaft by ten splines. The
front end of the main drive gear shaft is piloted by a bushing pressed into a recess in the
rear
end
of the
engine
crankshaft. See Fig. 1-8.

The
outer area of the driven plate is divided into

segments
formed in low waves to provide springs

between
the plate facings and cushion
engagement

of the clutch. A molded facing is riveted to each
side of every
segment.
When the clutch is fully
released, the waved
segments
cause the facings to

spread
approximately .045" [1,14 mm.]. Pressure
plate movement provides an additional clearance
of approximately .030" [0.76 mm.] to assure
full
release of the driven plate. See Fig. 1-8.

The
driven plate assembly is designed to prevent
torsional fluctuation of the
engine
from being
transmitted to the transmission gears. Its hub is
FIG.
1-8—CLUTCH
RELEASE
ACTION

1—
Pressure
Plate 5—Engine
Crankshaft

2—
Throwout
Bearing
6—Pilot
Bearing

3—
Pivot
Point
7—Flywheel

4—
Clutch
Fork
8—Driven
Plate
driven
through torsional coil springs; additional

frictional
dampening is supplied by molded
fric-

tional washers.

1-11.
Clutch
Removal

a.
Remove transmission as described in Section J. b. Remove clutch throwout bearing and pedal re­

turn
spring from clutch fork.
c. Remove flvwheel housing from engine.
d.
Disconnect clutch fork from
ball
stud by forc­
ing it toward the center of the vehicle.
e.
Mark
clutch cover and flywheel with a center

punch
so that cover can later be installed in the same position on the flywheel.
This
is necessary to

maintain
engine
balance.
f. Loosen the clutch attaching
bolts
alternately,
one
turn
at a time, to avoid distorting the clutch
cover flange, until diaphragm spring is released.
g. Support the pressure plate and cover assembly
while removing last bolts; remove pressure plate
and
driven plate from flywheel.

Caution:
Use extreme care to keep clutch driven plate clean.

h.
If it is necessary to disassemble pressure plate,
remove three drive strap-to-pressure plate
bolts
and
retracting springs. Remove pressure plate from

clutch
cover.

Note:
When disassembling,
note
position of
grooves

on
edge
of pressure plate and cover. These marks must be aligned in assembly to maintain balance.

i.
The clutch diaphragm spring and two pivot rings

are
riveted to the clutch cover. Inspect spring, rings

and
cover for excessive wear or damage. If there
is a
defect,
replace the complete cover assembly.

1-12.
Clutch
inspection

Wash
all metal parts of clutch, except release bear­
ing and driven plate, in suitable cleaning solution to remove
dirt
and grease. If solvent
seeps
into

bearing,
lubricant may be dissolved. Cleaning sol­
vent
will
also damage the facings of driven plate,
a.
Inspect friction surfaces of flywheel and pres­

sure
plate for scoring or roughness. Slight roughness
may be smoothed with fine emery cloth. If surface 229