1953 JEEP CJ cooling

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

G

FIG.
G-4—PRESSURE TESTING COOLING SYSTEM
1—Pressure Tester C-3499 previous radiator leakage. These
spots
may not be
damp if water only or methyl-alcohol-base anti­ freeze is in the cooling system since such coolants
evaporate readily. An ethylene-glycol-base anti­ freeze shows up existing leaks as it
does
not evapo­
rate.
The radiator may be tested for leaks by using

a
Pressure Tester Tool C-4080, as shown in Fig.

G-2.

When
the pressure cap opens, the sudden surge of

vapor
or liquid must blow out through the overflow
pipe. If the overflow pipe is dented or clogged,
the pressure caused by obstruction may cause dam­
age to the radiator or
hose
connections in the cool-
1
FIG.
G-5—RADIATOR PRESSURE
CAP
1—
Pressure
Cap

2—
Overflow
Tube

3—
Pressure
Seal 4—
Vacuum
Release Valve
5—
Radiator
Neck
FIG.
G-6—TESTING RADIATOR PRESSURE
CAP
1—
Radiator
Pressure Cap

2—
Adapter

3—
Pressure
Tester C-3499 ing system. To remove clogging material, run a
flexible wire through the overflow pipe.
G-6.
Radiator Removal
and
Replacement
a.
Drain
the radiator by opening the
drain
cock

and
removing the radiator pressure cap.

b.
Remove the upper and lower
hose
clamps and

hoses
at the radiator.

c.
Remove the four cap screws, lock washers and
flat washers that secure the radiator to the radiator
body support. Remove the radiator.

d.
To replace the radiator, reverse the removal

procedure.

G-7.
Radiator
Hoses
and
Heater Hoses

Air,
heat, and water deteriorate radiator and heater

hoses
in two ways: by hardening or cracking which
destroys flexibility and causes leaks; by softening
and
swelling which produces lining failure and
hose

rupture
and clogging. Examine
hoses
spring and

fall
for possible need of replacement or tightening.

If
hoses
are collapsed, cracked, or indicate a
soft

condition on the inside they should be replaced.
Correct
installation of a new heater
hose
is impor­
tant to prevent contact between the
hose
and the
exhaust manifold. On the
Hurricane
F4 engine the
molded curved end of the
hose
connects to the
hot water intake of the heater; the flexible end to the hot water valve on top of the cylinder head.
On
the Dauntless V-6 engine the heater inlet
hose

is connected to the
rear
of the intake manifold 165

G
COOLING SYSTEM and
the outlet
hose
is connected to the water pump
housing.
When
installing a new hose, clean the pipe connec­
tions and apply a thin layer of nonhardening seal­
ing compound. Hose clamps should be properly
located over the connections to provide secure fastening. The pressurized cooling system pressure

can
blow off improperly installed hoses.

G-8.
Cylinder
Block

Any
coolant leaks at the engine block water joints

are
aggravated by pump pressure in the water

jacket
and by pressure developed in the cooling system when the pressure cap is in place.
Small
leaks showing up only as moist
spots
often
cannot
be detected when the engine is hot except by the
appearance of rust, corrosion, and dye stains where
leakage evaporated. Also, expansion and contrac­ tion of the engine block resulting from extreme
temperature changes can aggravate leaks. For
these

reasons, when checking for coolant leaks inspect
the block when it is cold and while the engine is

running.
A
leaking
drain
cock or plug that cannot be stopped

leaking
by tightening should be replaced.
Leaking

core-hole expansion plugs should be replaced.
If
tightening gasketed joints
will
not correct leak­
age, install new gaskets. Use a sealing compound
where recommended.

G-9.
Thermostat
a.
The cooling system of the engine is designed
to provide adequate cooling under most adverse conditions. However, it is necessary to employ
some

device to provide quick warming and to prevent
overcooling during normal operation. Automatic
control
of engine operating temperature is provided
by a water flow control thermostat installed in the
water
outlet of the
Hurricane
F4 engine. The ther­
mostat is a heat-operated valve. It should always
be maintained in working order and the vehicle
should never be driven without one installed as there would then be no control of engine tempera­

ture.
The temperature at which the thermostat
opens
is preset and cannot be altered.

b.
The thermostat on the
Hurricane
F4 engine is
located in a housing on the top front of the cylinder

head.
On the Dauntless V-6 engine it is located
in
the thermostat housing of the air intake manifold.

The
standard engine thermostat for the
Hurricane

F4
and Dauntless V-6 engine has a normal rating
of
190°F.
[87.8°C]
and should begin to open at

a
coolant temperature between
180°F.
[82°C]
to
192°F.
[89°C]
and be fully open at
202°F.
[94°C.].
See Fig. G-7 for method of testing.

When
the thermostat is not operating properly, the engine may
run
too hot or too cold. Overheating

may
damage the thermostat so that its valve
will

not function properly, and a cold engine
will
not achieve
full
efficiency.
Rust
can also interfere with
thermostat operation. To
test
the thermostat, place

it
in water heated approximately
25°F.
[17°C]
above the temperature stamped on the thermostat

valve.
Submerge the bellows completely and agitate
the water thoroughly. The valve should open fully.
Next, place the thermostat in water heated approxi-
FIG.
G-7—THERMOSTAT
TEST

mately 10°F.
[11°C]
below the temperature
stamped on the thermostat valve. Submerge the bellows completely and agitate the water thorough­
ly.
The valve should close completely. If the ther­
mostat fails either of
these
tests, it should be re­ placed with a new one of the same type and rating.

G-10. Temperature
Sending Unit

The
sending unit incorporates a temperature sens­ ing element that when it is surrounded by cold engine coolant, the unit provides the highest resist­
ance in the temperature
gauge
indicator
circuit.
Resultant
low current flow in the circuit causes the

indicator
on the instrument panel to read at the low (C) end of the
gauge.
As engine coolant tem­

perature
increases, the resistance of the unit is
decreased allowing an increased current flow in
the
circuit,
making the instrument panel
gauge

register in proportion to the temperature of the engine coolant.

To
test
the sending unit, first run the engine until

it
has had time enough to warm up.
If
no reading is indicated on the
gauge,
check the
sending unit to
gauge
wire by removing the wire

from
the sending unit and momentarily grounding
the wire. If the
gauge
now indicates, the sending

unit
is faulty. If the
gauge
still
does
not indicate, the wire is defective.
Repair
or replace the wire,

a.
Hurricane
F4 Engine.

The
thermo-couple coolant temperature sending
unit
is mounted in the right
rear
of the cylinder head (Fig. G-8) and is connected by a single wire
to the dash unit of the instrument cluster. 166

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

FIG.
G-8—TEMPERATURE SENDING UNIT- HURRICANE
F4
ENGINE
1—Temperature
Sending Unit

b.
Dauntless V-6 Engine.

The
thermo-couple coolant sending unit is mounted
in
the left
rear
area of the intake manifold and is
connected by a single wire to the dash unit of
the instrument cluster.

G-ll.
WATER PUMP

a.
Hurricane
F4 Engine.

The
water pump on the
Hurricane
F4
engine
is a

centrifugal
impeller type of large capacity to
cir­

culate water in the entire cooling system. The double row
ball
bearing (Fig. G-9), is integral with
the shaft and is packed at assembly with a special
high melting point grease which
will
last the life of
the bearing. The bearing is sealed to retain the
lubricant
and prevent
dirt
and dust from entering.

The
bearing and shaft are retained in the water
pump body by the bearing retaining wire. The
water
seal bears against the ground seat on the
pump body and the inside of the impeller, maintain­
ing a constant pressure against both and preventing

water
leakage. A
drain
hole
in the
bottom
of the
pump body precludes any water
seepage
past the

seal
from entering the bearing.
The
impeller and the pulley hub are pressed on
the shaft under high pressure,
b.
Dauntless V-6 Engine.

A
centrifugal-type water pump, shown in
Fig.
G-10,

circulates
coolant through the Dauntless V-6
engine

and
its cooling system.
This
pump is mounted on
the timing chain cover.
Similar
to the
engine
cooling
fan
mounted on its hub, the pump is driven through
a
V-belt from the crankshaft pulley.

Coolant
enters the water pump at its center.
Centri­

fugal force then forces coolant radially outward, through vanes of the pump impeller, and backward
through two discharge passages in the timing chain cover. These passages conduct an equal amount of
coolant to each cylinder bank water jacket.
This

water
pump has a sealed double row
ball
bearing
and
a ceramic water seal, neither of which can be

serviced.
In
event
of bearing or water seal failure, the entire water pump assembly must be replaced.
G-l2.
Water
Pump Inspection

Check
the water pump for leaks, and excessive end play or
looseness
of the shaft in the pump. A

quick
way to check is to work the fan blades up
and
down by hand. If any play is noticed, this
indicates that the bearings are rough. Rough bear­ings should be checked to see if the water pump
should be replaced or rebuilt.

G-13.
Water Pump
Disassembly
—
Hurricane
F4
Engine

•
Refer to Fig. G-9.

a.
Remove the fan belt, fan blades, and fan pulley.

b.
Remove the
bolts
attaching the water pump
to the block. Remove the pump.

c.
Remove the bearing retainer spring.

d.
Remove the pump impeller and pulley with a suitable puller.

e.
Remove the pump seal, bearing and shaft, and

bearing
slinger.

G-l4.
Water Pump Reassembly
—
Hurricane
F4
Engine

•
Refer to Fig. G-9.
Before assembling the water pump, examine water
seal
seat in the pump body and should it be rough,

install
a new pump body.

To
reassemble the unit, insert the long end of the shaft into the pump body from the front end until
the outer end of the bearing is flush against the

FIG.
G-9—WATER
PUMP-
HURRICANE
F4
ENGINE

1—
Fan
and Pump Pulley
2—
Bearing
and Shaft

3—
Bearing
Retainer Spring

A—Pipe
Plug 5—
Pump
Body
6—
Seal
Washer 7—
Pump
Seal
8—
Impeller

9—
Gasket
167

G
COOLING SYSTEM
12761

FIG.
G-10—WATER
PUMP—

CROSS-SECTIONAL
VIEW
—
DAUNTLESS
V-6
1—
Hub

2—
—Shaft
and Bearing
3—
Cover

4—
Impeller

5—
Ceramic
Seal
6—
Seal
Assembly front end of the pump body. Position the seal,

washer,
and pump seal on shaft flush against the ground seat in the water pump body. Place the

impeller
on an arbor press and press the long end
of the shaft into the impeller until the end of the shaft is flush with the hub of the impeller. Support
the assembly on the impeller end of the shaft and
press the pulley hub on the shaft until the shaft end is flush with the pulley hub. Move the shaft

in
the pump body to align the retaining wire
grooves
in the bearing and pump body and place
the bearing retaining wire in position.

G-l
5. Water Pump Removal and Replacement — Dauntless V-6 Engine

Drain
the cooling system. Remove the fan belt and remove the cooling fan and pulley from the hub on
the water pump. Disconnect the
hoses
from the
water
pump. Remove the cap screws that secure
the water pump to the timing chain cover; remove
the water pump. Do not disassemble the water

pump;
it is serviceable only as an assembly. When

replacing
the water pump, torque the water pump cap screws 6 to 8 lb-ft. [0,829 a 1,106 kg-m.].

G-16.
Antifreeze Solutions

When
water freezes it expands approximately 9%

in
volume. When water, confined in a cooling sys­
tem, freezes it exerts tremendous pressures causing
serious damage. To prevent freezing, antifreeze can
be added to the water to lower its freezing point.

The
two
types
of antifreeze commonly used today have either a methanol or ethylene glycol base,

and
contain corrosion inhibitors. The only anti­
freeze recommended for the cooling system of

'Jeep'
vehicles is ethylene glycol (permanent type).

Methanol
base antifreeze evaporates with the water
when the vehicle is operated at warmer tempera­
tures and requires more attention to avoid
loss
of
protection. Ethylene glycol base antifreeze seldom
evaporates at normal operating temperatures.

Methanol
solution is injurious to vehicle finishes.
Should
any be spilled on the vehicle, it should be
washed off immediately with a
good
supply of cold water without wiping or rubbing. Under ordi­

nary
conditions, ethylene glycol is not injurious to
vehicle finishes.

Warning.*
Drinking
ethylene glycol antifreeze or its
solutions can be harmful or fatal. Do not use anti­
freeze containers for
food
or beverages.

A
table in Par.
G-2
2
gives
the protection obtained
by the addition of various amounts cf ethylene glycol.
Before installing antifreeze, inspect the cooling sys­
tem to be sure it is clean, leak-proof, and otherwise

in
proper operating condition.
Drain
the cooling system, see Par. G-3. Pour in 3 quarts [3 ltr.] of

clean
water, add the required quantity of anti­ freeze, then add clean water to within 1" [2,54 cm.] of the top of the overflow pipe to allow for expan­
sion when hot. Run the
engine
until it is
warm.

Then
recheck the solution level.
Check
the anti­
freeze protection with a hydrometer reading.

G-l7.
Inhibited Coolant Solutions

All
'Jeep5 vehicles equipped with either the
Hur­
ricane
F4 or Dauntless V-6
engine
should use only

inhibited
year-round, permanent-type
engine
cool­
ant
solutions that are formulated to withstand two

full
calendar years of normal operation without

draining
or adding inhibitors. The
engine
cooling
system should be completely drained and the
rec­
ommended coolant installed every two years. Be-
fo
a
installing the permanent-type solution, inspect the cooling system to be sure it is clean, leakproof,

and
in proper operating condition.

Note:
Water alone, methanol, or alcohol-type anti­
freeze is definitely not recommended for 'Jeep*
Vehicles.

G-l8.
Fan Belt

The
fan, water pump, generator or alternator are
driven
by a V-belt. The drive of the V-belt is on
the side of the V. A fan belt that is too tight
will

cause
rapid
wear of the alternator or generator and
water
pump bearings. If the belt is too
loose,
it may
slip
preventing the water pump from properly cool­
ing the
engine
or the generator or alternator from
properly
charging the electrical
circuit.
Use fan belt
tension
gauge
Tool W-283 to properly adjust belt.

The
fan belt is properly adjusted when it can be
deflected Vi" [13 mm.] with strong thumb pres­

sure
applied midway
between
the fan and alter­

nator
pulleys.
Check
this adjustment and inspect the condition of the fan belt at each
engine
lubri-
168

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

G
cation period. It is
good
preventive maintenance to
replace a badly frayed, worn or cracked fan belt
before it breaks in operation.

To
replace the fan belt,
loosen
the attaching
bolts

at each generator or alternator brace-to-engine mounting and pivot the alternator or generator to­

ward
the
engine
to gain slack needed to install the new belt Remove the old belt. Position the new
belt over the fan pulley, over the crankshaft pulley,
then over the generator or alternator pulley.
Pull
the generator or alternator away from the
engine

until
belt tension is
firm.
Then tighten the generator

or
alternator mounting
bolts
and check the tension
as indicated above. Reset the generator or alternator as necessary for correct belt tension.
Finally,
torque
the generator or alternator mounting
bolts
25 to 35 lb-ft. [3,4 a 4,8 kg-m.].

Note:
On the Dauntless V-6
engine
when adjusting
the fan belt tension, the alternator mounting
bolts

should be torqued 30 to 40 lb-ft. [4,14 to 5,53

kg-m.].
If a fan belt tension
gauge
(W-283) is
avail­

able, proper tension should be 80 pounds [36,2 kg.].

G-l
9. Engine Overheating

An
engine
will
not be damaged by high coolant
temperatures unless the coolant boils. The pres­

surized
cooling system on the 'Jeep' vehicles raises the boiling point of the coolant solution. Should
overheating be encountered, and the fault is be­
lieved to be in the cooling system check for the
following:

a.
Proper coolant level. See
Filling
Cooling Sys­
tem Par. G-2.
b. Poor air flow.
Check
for dirty radiator core. (See Radiator Par. G-5).
Check
for faulty belt
pulley operation, worn or
loose
fan belt, or dam­ aged fan.
Clean,
repair, replace or adjust as neces­

sary.

c. Foaming coolant.
Check
for air leaks at water
pump,
hose
connection and filler cap. Tighten, re­

pair
or replace as necessary.

d.
Surging or "after boil".
Check
pressure cap and
replace if valves or gasket are faulty.
e.
External
leaks.
Check
the following for leaks:
Hoses and clamps, water pump, radiator, head gas­
ket, core plugs and drain cocks, as well as the cylin­ der head or block for
cracks.

f.
Internal
leaks.
Check
for faulty head gasket,
cracked
cylinder head or block.
g. Poor coolant flow.
Check
hose
condition, water pump, fan belt, and repair or replace as necessary. Inspect block for rust or scale, and clean and flush
the system, if necessary.

h.
Check
the temperature
gauge.
169

G
COOLING SYSTEM G-20.
SERVICE DIAGNOSIS

SYMPTOMS
PROBABLE REMEDY

Overheating:
Lack
of Coolant Refill radiator
Thermostat inoperative . Replace thermostat
Water
pump inoperative. Overhaul or replace
Incorrect
ignition or valve timing. Set
engine
timing
Excessive piston blowby Check pistons, rings and cylinder walls
Fan
belt
broken or badly worn Replace
belt

Radiator
clogged
Reverse flush and clean
Air
passages
in core
clogged
Clean with water and air pressure
Excessive carbon formation. Remove carbon from cylinder head(s) Muffler
clogged
or
bent
exhaust
pipe
Replace damaged part

Loss
of Cooling
Liquid:
Loose
hose
connections
Tighten
connections

Damaged
hose
Replace
hose

Leaking
water pump Overhaul or replace

Leak
in radiator Remove and repair
Leaky
cylinder head
gasket
Replace
gasket
Crack
in cylinder block. Small crack can be closed with
Radiator
or Block Sealer

G-21. COOLING SYSTEM SPECIFICATIONS

Radiator
Cap:
Relief
Pressure

Vacuum
Valve Release.
Thermostat:
Rating

Starts to Open

Fully
Open

Water
Pump:
Type.

Drive

Radiator:

Type

Cooling System Capacity: Without Heater

With
Heater..

Fan:
Number of Blades Diameter

Drive
Belt: Angle of V

Length
Width
HURRICANE
F4
7 and 15 psi. [0,5 kg-cm2 and 1,05 kg cm2]
lA to 1 psi. [0,04 a 0,07 kg-cm2]

190°F.
[87,8°C]
180°F.
[82°C]

202°F.
[94°C]

Centrifugal
V-Belt

Tube
8s Fin
11 qt. [10,4 ltr.] 12 qt. [11,5 ltr.]
15" [38 cm.]
38°

42%" [108 cm.] [1,74 cmJ
DAUNTLESS
V-6 15 psi. [1,05 kg-cm2]
1 psi. [0,07 kg-cm2]

190°F.
[87,8°C]
180°F.
[82°C]

202°F.
[94°C]

Centrifugal
V-Belt

Tube
& Fin
9 qt. [8.5 ltr.]
10 qt. [9,4 ltr.]
4

\SbA"
[39,7 cm.]

38°

43.92"
[111,5
cm.] Vg"
[0.952
cm.] G-22. ANTIFREEZE CHERT

Quarts
i
Quarts
Ethylene Glycol

U.S.
Imperial
Liters
Fahr.
Cent.

10-Quart
System

2
m
2

16°
-
8.8°

3
2V2
2%
4°

-15.5°

4
3H
-12°

-24.4°

5 4M -34°

-36.6°

6
5

5Vs
-62°

-52.2°

11-Quart
System

2 2

18° -
7.6°

3 2H
2%
8°

-13.3°

4
3%
-
6°

:
-21.10

5 4M 4M -23°

-30.5°

6
5

SVs
-47°

-43.8°

12-Quart
System

2
1 m 2 1

19° ;
- 7.2°

3
2*A
10°
!
-12.2°

4
I
3H
3M 0°
;
-17.7°

5 !
4M 4^ :
-15°

s
-26.1°

6 1 5
5%
-34°

-36.6°
170

H

ELECTRICAL
SYSTEM
colder plug may be desirable. However, under- or
over-heating is usually caused by factors other than the type of
spark
plugs and the cause should be determined before changing plugs. The design of the
engine
calls for plugs equivalent to Champion

J-8
for F4
engines
and
A.C.
44S or
UJ12Y
Champ­

ion for the V6 engines, (as installed in production)
though any factor that consistently affects
engine
operating temperature may cause this requirement
to change. Overheating may be caused by in­ sufficient tightening of the plug in the head, which interferes with the flow of heat away from the firing

tip.
If this is the case, the plug gasket
will
show very
little flattening. Over-tightening, in
turn,
will
pro­ duce too easy a heat flow path and result in cold
plug operation.
This
will
be evident by excessive
flattening
and
deformation of the gasket.
Prevailing
temperatures, condition of the cooling system, and

air-fuel
mixture can affect the
engine
operating temperature and should be taken into consideration.
H-34.
GENERATOR
— F4
ENGINE

The
generator is an air-cooled, two-brush unit

which
cannot be adjusted to increase or decrease output. For replacement,
voltage
regulator and generator must be matched for
voltage
and capa­

city,
polarity, and common source of manufacture.
Otherwise,
either a
loss
of ampere capacity or a

burned
out generator
will
result. Generators for

these
vehicles are 12-volt. Par. H-l explains the 12-volt system. Refer to the specifications at the
end of this section for information on correct generator rating for a specific model series.
The
circuit
breaker,
voltage
regulator, and current-

limiting
regulator are built into one combination

unit.
Because the regulator and battery are part
of the generator
circuit,
the output of the generator
depends upon the
state
of charge and temperature
of the battery.
With
a discharged battery, the
output
will
be high, decreasing proportionally as the battery
becomes
charged. For service informa­
tion covering current regulator see Par. H-41.

H-36.
Generator
Maintenance

A
periodic inspection should be made of the charg­
ing
circuit,
Fig. H-l9. The interval
between
these
checks
will
vary
depending upon type of service.
Dust,
dirt
and high speed operation are factors 10541

FIG.
H-19—CHARGING
CIRCUIT

1—
Battery
4-—Starter Switch

2—
Voltage
Regulator 5-—Charge Indicator

3—
Generator
which
contribute to increased wear of bearings

and
brushes.

Under
normal conditions a check should be made
each 6000 miles
[9.600
km.].

A
visual inspection should be made of all wiring,
to be sure there are no broken or damaged wires.

Check
all connections to be sure they are tight and

clean.

Should
the commutator be rough or worn the
armature
should be removed and the commutator

turned
and undercut. See Par. H-37.
The
brushes should slide freely in their holders.

Should
they be oil soaked or if they are worn to

less
than one-half their original length they should
be replaced. When new brushes are installed they should be sanded to provide
full
contact with the
commutator. Generators should not be checked for
output until the brushes are seated.

Brush
spring tension is important. High tension causes
rapid
brush and commutator wear while
low tension causes arcing and reduced output.
Test
the tension with a spring scale.
Check
the
specifications section at end of this section for

correct
spring tension for generator in question.
H-36.
Generator Disassembly
•
Refer to Fig. H-20:
Before beginning disassembly of the generator to

correct
electrical system malfunctions proceed with
inspection and
test
procedures as detailed in Par.

H-46
thru
H-62. If it is definitely determined that trouble exists within the generator, which ne­cessitates dismantling, proceed as follows. Remove the two frame screws in the commutator
end plate and remove the end plate assembly. Next
pull
the armature and drive head complete

from
the generator housing. Remove the generator pulley from the armature by removing the nut

and
washer. Do not
lose
the Woodruff key when
the pulley is removed. After this, remove the drive
end head assembly which includes the oil seal and
bearing.
To remove the bearing, remove the three
screws and lockwashers in the grease retainer and remove the retainer and felt washer, after which,
remove the bearing, oil guard and felt washer.
H-37.
Armature

If
the commutator is rough or worn,
turn
it down

in
a lathe. After turning, the mica insulation be­ tween the
segments
should be undercut to a depth of 34* [0,8 mm.].
To
test
the armature for a ground, connect one

prod
of a
test
lamp to the core or shaft (not on

bearing
surface) and touch each commutator
seg­
ment with the other prod. If the lamp lights, the

armature
segment
is grounded and the armature must be replaced.

To
test
for short in armature coils, a growler,

Fig.
H-21, is necessary. Place the armature on the growler and lay a thin steel strip on the armature

core.
The armature is then rotated slowly by hand

and
if a coil is shorted, the steel strip
will
vibrate.

Should
a coil be shorted the armature must be
replaced.

If
precision
test
equipment is available, the cus­

tomary
accurate
tests
can be made in accordance 188

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

U
DESCRIPTION
—
Continued

AXLES

W-99* Gauge — Pinion & Ring
Gear
Setting
W-104-B* Puller — Tapered Roller Bearing Removing
W-126* Driver — Pinion Bearing Cup
W-128* Installer — Differential Inner Oil Seal W-129 Spreader — Differential
Carrier
Housing
W-138* Driver & Adapter —
King
Pin Bearing
W-144* Wrench — Wheel Bearing Adjusting Nut W-147* Driver — Pinion Oil Seal W-163* Puller
—-
Axle Shaft Drive Flange
W-186* Driver — Axle Shaft Oil Seal
W-188* Driver — Differential Case Bearing W-251* Puller — Pinion Oil Seal
W-262*
Sleeve
— Pinion Bearing Installing

W-263
Semi-Floating
Rear
Axle Shaft Oil Seal W-264* Driver — Pinion Outer Bearing Cup
W-297* Torque Wrench — Pinion Bearing Adjusting W-343* Remover
85
Installer —
Rear
Axle Bearing (Flanged Axle)
W-344* Installer — Pinion Inner Bearing Cups

C-319-A
Puller —
Rear
Wheel Hub (Tapered Axle Shaft)
C-690 Checking Scale —
King
Pin Bearing Preload DD-914-P Press — Tapered Roller Bearing Removing
DD-914-9 Reducer Ring — Differential & Pinion Bearings (Use with DD-914-P)

C-3
716 Driver — Differential
Carrier
Bearing C-4142
Gear
Rotating Tool —
Trac-Lok
Differential
**Jeep*
exclusive
tool

Steering
Group

C-3646 Puller, Steering Shaft Arm

Brake
Group

W-172 Puller, Parking Brake Drum
U-12.
STflNDfiRD
AND
RECOMMENDED
TOOLS

Tool
Description
ENGINE

W-292
Tester — Cooling
System
Thermostat
C-119 Indicator — Cylinder Bore C-385 Compressor — Piston Ring
C-647 Fixture — Spring Testing
C-823
Hone
— Cylinder Bore Refinishing
C-3012 Reamer — Cylinder Ridge
C-3250 Pliers — Radiator fis Heater
Hose
Wire Clamp
C-3411
Gauge — Pressure & Vacuum
C-3422-A Compressor — E-type Valve Spring
C-3501
Hone
— Cylinder
Deglazing
C-3514
Flusher — Cooling
System

C-3886 Fixture — Carburetor Holding C-3896-A Tachometer — Portable
C-3943 Gauge — Compression Checking
C-3952 Torque Wrench, 150
lb-ft.
Swivel Head C-3953 Stand, Engine Repair
C-3959 Light — Ignition Timing
C-4065 Wrench — Oil Filter Removing
C-4080 Tester — Cooling
System
fig
Pressure Cap

ELECTRICAL

40B Hydrometer — Battery Service
W-291 Tester — Instrument
C-3674
Aimers —
Headlight
(Pair)
C-3829 Tester —
Diode
Polarity
C-3888 Tester — Volt-Ampere C-3950 Tester — 12V 60 Amp. Carbon Pile Resistor 361