1953 JEEP CJ weight

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

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
|
13399

FIG.
H-10—DELCO
DISTRIBUTOR—
DAUNTLESS
V-6
ENGINE

1—
Rotor
8—Vacuum
Unit

2—
Window
9—Breaker Cam
3—
All
Weather Cap
10—Drive
Gear

4—
Cap
Latch
11—Primary Lead 5—
Rotor
Mounting
Screw 12—Contact Set
6—
Lock
Washer 13—Condenser

7—
Advance
Mechanism
by
built-in
centrifugal weights, and by a vacuum

advance
system. Contact point opening is adjusted
through
a window in the distributor cap
while
the engine is
idling.
Some
parts
of the distributor may be checked or replaced
with
the distributor mount­
ed on the engine, but it is
best
to remove it periodi­
cally
for a thorough check. Information on
parts

which
can be serviced without removal is given
below.

Note:
Prestolite and Delco distributors are inter­

changeable
on V-6 engine equipped vehicles.

H-21.
Distributor Cap
The distributor cap should be inspected for cracks,
carbon runners and evidence of arcing. If any of

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

H-22.
Rotor
Inspect the rotor for cracks or evidence of
exces­

sive 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

be burned on the horizontal face and the cap
will

also
need
replacing.
H-23.
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
ccnaenser
be leaky a weak spark
will
result. Check the
condenser
lead for broken wires or

frayed
insulation.
Clean and tighten the connections
on
the terminal
posts.
Be
sure
the
condenser
is mounted
firmly
on the distributor for a good ground
connection.

Should
a
condenser
tester
be available the capacity
should check
from
.18 to .23 microfarads. In the

absence
of a
tester
check by substituting new con­
denser.

H-24. Distributor Points

a-
Examine distributor points. Using
Tool
C-4094, check point contact spring
pressure,
should be 19 to 23 oz. [0,538 a 0,652 kg.]. Install new points

if
they are
worn,
pitted,
mate
poorly, or show
signs

of
metal transfer. Should premature
ignition
point

failure
occur
because
of dust entering the
distri­

butor cap and causing
excessive
wear to the
ignition

point
fiber block, perform the
following
correc­
tions after installing new distributor points.
FIG. H-l
1—SEALING
DISTRIBUTOR
CAP

1—Caulking
Compound
183

H

ELECTRICAL
SYSTEM

14237

FIG.
H-l2—DRILLING DISTRIBUTOR
CAP 1—%'
Vent
Hole
Location
Seal
the distributor cap access window and the

area
beneath the distributor cap with caulking
compound as shown in
Fig. H-ll.
At approximately
180°
from the distributor cap access window,
drill
a
[2,38 mm.] vent
hole
[31,75
mm.]
from the
bottom
of the distributor cap as shown

in
Fig. H-l2. b. To adjust breaker point cam dwell, refer to

Par.
C-10.

H-25.
Centrifugal Advance

Refer
to Fig. H-13.
Inspect for
excessive
wear
between
centrifugal

weights
and advance cam, or pivot pins.
Turn

weight
base plate in a clockwise direction until

weights
are fully extended, then release and allow springs to return to retard position. Repeat several times. Springs should return
weights
to
stop
with­out sticking and there should be no
excess
free

movement
in the retard position.

H-26.
Distributor Removal

a.
Disconnect the distributor primary wire from
coil
and disconnect
hose
from vacuum advance
mechanism of distributor. Insert a screwdriver in upper
slotted
end of two distributor cap retainers.

Press
downward, and turn 90
degrees
counterclock­
wise to release. Remove cap from distributor hous­ ing.
b. Make an index
mark
on distributor housing

(Fig.
H-14) in line with center of rotor. Carefully

note
the direction the vacuum unit
points
in
rela­

tion to
engine
so that the distributor can be in­
stalled in the same position after it is serviced.

Caution:
If
engine
is turned over while distributor is removed,
complete
ignition timing procedure
must be followed upon distributor installation.
c. Remove attaching cap screw and distributor
clamp from timing chain cover.
Lift
distributor up­

ward
and remove it from timing chain cover.

H-27.
Distributor Disassembly (Delco)

Refer
to Fig. H-l5.

a.
Remove rotor, breaker point assembly, and capacitor from distributor.
FIG.
H-13—CENTRIFUGAL ADVANCE
MECHANISM (DELCO)
A—No
Advance
1—
Advance
Weights

2—
Advance
Cam
B—Full
Advance

3—Full
Advance
FIG.
H-14—DELCO DISTRIBUTOR

ROTOR
POSITION
1
—Rotor
Tip
Lined
Up
With
Notch

184

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
FIG.
H-l 5 -DELCO
DISTRIBUTOR—
DAUNTLESS V-6 ENGINE

1—
Cap Assembly
2— Rotor
3— Governor Weight
4— Rotor
Mounting
Screw 5—
Lock
Washer
6—
Weight
Spring (Governor) 7— Shaft
8— Cam Assembly
9—
Gear
Pin
10—
Drive
Gear

11—
Spacer
Washer
12—
Housing

13—
Vacuum
Control
14—
Lock
Washer

15—
Control
Mounting
Screw
16—
Primary
Lead
17— Lead Gromet
18— Washer

19—
Breaker
Plate

20—
Condenser

21—
Retaining
Spring
22—
Ground
Lead
23—
Condenser
Clsmp
24— Contact Set
25— Clamp Screw

26—
Lock
Washer
27— Contact Screw

28—
Insulator 29—
Spring
Clip

30—
Screw 13400

b.
Remove and discard
O-ring
seal from distributor
housing.
c. Remove two attaching screws; remove vacuum
advance from housing.

d.
Drive pin from driven gear and shaft, using a
y%"
[3,2 mm.] straight punch. See Fig. H-l6.

Caution:
Be careful not to bend distributor shaft
or damage gear when driving pin out.

e.
Remove gear and thrust washer from shaft; pull the shaft, breaker cam, and centrifugal advance
mechanism from the housing.
f. Remove two springs and centrifugal advance
weights
from the integral
weight
base plate and

breaker
cam. Remove plate from end of shaft.
g. Remove retainer breaker plate, and
felt
washer from upper bushing.

Note:
Lubricant
reservoir contains sufficient
lubri­

cant for the life of the distributor. Do not
move
plastic reservoir cover from housing. Do not de-
grease bore of housing.
h. Remove distributor primary lead and grommet
from housing.

Caution:
Do not attempt to replace the shaft
bushings in the housing; the housing and bushings

are
serviced only as an assembly.
FIG.
H-l6—DISTRIBUTOR GEAR AND
SHAFT PIN REMOVAL (DELCO) 1— H' Punch

2—Spring
Pin
H-28.
Distributor Parts
Cleaning
and

Inspection

a.
Wash the distributor housing, shaft, gear, break­

er
plate, and
weight
base and cam in suitable clean­ ing solvent. Hold housing in horizontal position to
avoid
getting
cleaning solvent
into
the lubricant
reservoir.
Dry parts thoroughly.

b.
Wipe distributor cap with a clean cloth. Inspect
it for chips,
cracks,
and carbonized paths which
would allow
high-voltage
leakage. Such
defects
re­
quire
replacement of cap.
Clean
loose
corrosion
from surfaces of terminal
segments
inside the cap. Do not use emery cloth or sandpaper. If
segments

are
deeply
grooved, the cap should be replaced.

Pull
cables from terminal
sockets
and inspect
sockets
for corrosion.
Clean
sockets, using a stiff

wire
brush to
loosen
corrosion.

c.
Inspect rotor for wear and damage. If rotor is
cracked,
spring contact is badly worn, or rotor tip is badly burned, rotor must be replaced. 185

ELECTRICALJ
SYSTEM

d.
Inspect for
excessive
wear
between
centrifugal

weights
and advance cam and pivot pins.
Turn
weight
base plate in a clockwise direction until
weights
are fully extended. Release and allow
springs to return
weights
to
retard
position. Repeat several times. Springs should return
weights
to
stop
without sticking and there should be no
excessive
free
movement
in the
retard
position. Inspect
springs for distortion and fatigue.
e. Inspect cam
lobes
for scoring or
excessive
wear.
Check
weight
base plate for binding or
excessive

looseness
on distributor shaft.

f.
Check
breaker plate for
excessive
looseness
on
outside
diameter of upper distributor shaft bushing.
Check
breaker plate ground lead for poor
spot
we
Id

at plate end and for
loose
or frayed terminal con­
nections.
g.
Check
for
excessive
wear
between
distributor
shaft and bushings in housing. Inspect shaft for distortion. Inspect gear for scoring of
teeth
or

excessive
wear.

h.
Inspect rod end of vacuum advance mechanism
for
excessive
wear. Push rod
into
unit as far as
possible, hold finger tightly over nipple, then re­
lease
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-29.
Distributor Reassembly

Refer
to Fig. H-l5.

a.
Install
distributor
primary
lead and rubber grommet in distributor housing. Mount vacuum
advance unit on housing with two
slotted
attaching
screws; insert ground lead terminal of breaker plate under outer mounting screw.
b.
Install
felt
washer over upper shaft bushing of
distributor housing and apply a few drops of light

oil.
Secure breaker plate to upper bushing with re­ tainer. See Fig. H-17.
12767

FIG.
H-17—INSTALLING
BREAKER
PLATE
ON
DISTRIBUTOR
HOUSING
(DELCO)

1—
Breaker
Plate
2—
Retainer

3—
Retainer
Groove
4—
Lubricant
Reservoir c.
Install
distributor cam and
weight
base plate
on distributor shaft.

d.
Insert distributor shaft
into
distributor housing.
Install
centrifugal advance
weights
and springs on

cam
and
weight
base plate. e. Fasten driven gear to shaft with pin. Be care­
ful
not to damage gear.

f.
Secure condenser and bracket to breaker plate
with
slotted
screw.
g.
Install
breaker point assembly over
boss
on
breaker
plate; secure with two
slotted
screws and
lock washers. Apply one drop of light oil to breaker

arm
pivot. Connect condenser and coil
primary

leads to breaker point assembly.

h.
Apply a small amount of high temperature cam

and
ball
bearing lubricant to a clean cloth; hold cloth against distributor cam while turning
distri­
butor shaft.

Caution:
Do not apply
excessive
grease. Petro­
leum jelly is not suitable as a distributor cam
lubri­
cant.

i.
Make preliminary adjustment of breaker point
gap, as described in Par. C-10.

].
Secure rotor to centrifugal timing advance mech­
anism with two screws, lock washers, and flat
washers.

Note:
The square and round
lugs
on the rotor must
be positioned in the corresponding
holes
in the

weight
base plate.
k. If a reliable distributor tester is available, check
the distributor to make certain that the centrifugal

and
vacuum advance mechanisms are operating
according to specifications.

Note:
Mount distributor in tester with all end play
of the distributor shaft in upward position; this

will
eliminate any possible drag
between
the centri­ fugal advance cam and
weight
base plate.

I.
Install
new
O-ring
seal on distributor housing.

H-30.
Distributor
Installation
and
Timing

a.
Insert distributor shaft
into
timing gear cover
of
engine
so that rotor is pointing to
mark
made on distributor base (Fig. H-14), with vacuum advance
unit pointing in exact, original direction (Fig.

H-18).

b.
Install
distributor clamp and
bolt
with lock
washer, leaving
bolt
just
loose
enough
to permit
movement
of the distributor with heavy hand
pressure.

C.
Connect
primary
wire to distributor side of coil.
Install
distributor cap on distributor housing. Press

screwdriver
into
upper
slotted
ends
of two cap
retainers.
Turn
retainers clockwise to secure cap to distributor.

d.
If
spark
cables were disconnected from
distri­

butor cap, connect them. Wires must be pushed

all
the way down
into
the distributor cap terminals
and
onto
the
spark
plugs. Nipples must be pushed
firmly
over the terminals;
boots
must be pushed

firmly
over the
spark
plugs. 186

M
FRONT
AXLE
1— Nut
2—
Lock
Washer

3—
Bearing
Lock
Washer
4—
Wheel
Bearing Cup 5—
Cone
and Rollers
6—
Oil
Seal 7— Spindle
8— Spindle Bushing
9—
Filler
Plug
10—
Right
Knuckle and Arm
11— Shims
12— Pivot Pin
13—
Lock
Washer
14—
Cap
Screw
15— Nut
16—
Washer

17—
Universal
Joint Yoke
18—
Oil
Seal
19—
Oil
Slinger
FIG.
M-2—FRONT
AXLE

20—
Cone
and Rollers
21—
Bearing
Cup
22—
Right
Axle Shaft with Universal Joint
23—
Knuckle
Oil Seal Retainer
24— Housing Breather 25—
Front
Axle Housing
26—
Axle
Shaft with Universal Joint
27—
Oil
Seal
28—
Axle
Shaft Guide
29—
Shim
Pack
30—
Bearing
Cup
31—
Cone
and Rollers
32—
Ring
Gear
and Pinion
33—
Thrust
Washer

34—
Thrust
Washer

35—
Differential
Gears
36— Housing Cover Gasket
37— Housing Cover
38—
Fill
Plug 39—
Screw
and
Lock
Washer
40—
Bearing
Cup
41—
Cone
and Rollers
42— Shims
43—
Lock
Pin
44—
Pinion
Shaft
45—
Differential
Case
47— Bolts
48— Nut
49—
Oil
Seal and Backing Ring
50—
Thrust
Washer
51— Snap Ring
52— Stop Bolt
53— Nut 54—
Bearing
Cup
55—
Cone
and Rollers
56—
Gasket

checked, making sure it is clean and open.

The
front wheel bearings should be checked every
12,000
miles. Refer to Section Q. Front wheel toe-

in
is adjustable by lengthening or shortening the
tie rod. However, standard caster and camber of
the front
wheels
are built
into
the axle. Wheel
caster can be adjusted by placing tapered shim
plates or
wedges
between
the springs and spring

seats
welded to the axle housing. Steering
geometry

and
front wheel adjustments are discussed in Sec­ tion O.

The
axle housing should be checked periodically
for weld cracks and/or other damage that may cause misalignment of the front
wheels
or
loss

of lubricant. The spring clips (U-bolts) should be
inspected and torqued every
12,000
miles. Torque (spring clip) nuts 45 to 50 lb-ft. [6,2 a 6,9 kg-m.].

M-4. FRONT
AXLE
REMOVAL
a.
Raise front end of vehicle
arid
safely support the frame by placing stands under the frame at
the rear of the front spring rear hangers.
b. Place
jack
under front axle housing and relieve
axle
weight
from the springs.
c. Disconnect shock absorbers from spring clip plates.
FIG.
M-3—HUB
CAP
PULLER

d.
Disconnect steering link from tie rod socket-
joint assembly.
e. Disconnect hydraulic brake
hoses
from front

brake
lines. Disconnect
hoses
from frame brackets. 278

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

N
f. Place the
gauge
block against the machined
sur­

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

h.
Install
the pinion adjusting fixture on the pinion

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

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

3—
Flange

4—
Yoke

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

Note:
Use the "C"
type
alignment fixture ver­

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

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

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

i.
Seat the
gauge
mount firmly on the pinion head

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

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

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

a
(—2) etching indicates.

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

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

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

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

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

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

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

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

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

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

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

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

Check
the right hand side in the same manner, ad­

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

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

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

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

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

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

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

FIG.
0-4—WHEEL CAMBER

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

parts.

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

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

1—
Vertical
Line

2—
Caster
Angle
316