1953 JEEP CJ check engine light

G
COOLING SYSTEM
engine
connections. Insert flushing gun and flush
heater core.
Care
must be taken when applying air
pressure to prevent damage to the heater core.

G-2.
Filling
Cooling System
To
fill
the cooling system, remove the
fill
cap and

fill
the tank to the top. Replace the cap and run
the
engine
at medium speed for approximately one
minute. Remove the cap and recheck the coolant level. Add more coolant if necessary to bring the level back to the top of the tank. If the cooling system is filled when the
engine
is cold, recheck the coolant level after the
engine
has warmed up.
This

will
ensure that the thermostat has opened allow­ ing complete cooling system circulation.

Always
correct any cooling system leaks before installing antifreeze. A corrosion inhibitor should be used in the cooling system to prevent the forma­
tion of rust and scale. A quality brand antifreeze containing a corrosion inhibitor should be used.

When
the antifreeze is drained in the spring, a
corrosion inhibitor should be added with the water.

Note:
Cooling system components for both V6 and

F4
engines
are shown in
Figs.
G-2 and G-3.

G-3. Draining
Cooling System

To
completely
drain
the cooling system, open the

drain
in the
bottom
of the radiator and also a

drain
on the right side of the cylinder block on the
Hurricane
F4 engine. The Dauntless V-6
engine

has two
drain
plugs, one located on each side of the cylinder block. Both plugs must be removed to
completely
drain
the cooling system.
Remove the radiator cap to break any vacuum
that may have developed.

Should
the cooling solution be lost from the system

and
the
engine
become
overheated do not
refill

the system immediately but allow the
engine
to cool or
refill
slowly while the
engine
is running. If
cold solution is poured into the radiator while the

engine
is overheated there is danger of cracking the

cylinder
block and/or cylinder head.
G-4.
Radiator Pressure
Cap

All
radiators are equipped with pressure caps which
reduce evaporation of cooling solution and make the
engines
more efficient by permitting slightly
higher operating temperatures. When operating
properly,
the pressure cap permits pressure build-up

in
the cooling system during periods of severe heat

load.
This
pressure increases the boiling point of the coolant and thus reduces overflow losses. The

effectiveness
of the cap is limited by its opening
pressure and the boiling point of the coolant (see
note
below). The pressure cap employs a spring-
loaded, rubber-faced pressure seal which presses against a seat in the radiator top tank. Spring pres­

sure
determines the opening pressure of the valve.

A
typical pressure cap is shown in Fig. G-5.

Note:
Refer to cooling system specifications (Par.

G-21)
for opening (relief) pressure when the ve­
hicle is equipped with either the
Hurricane
F4
or
Dauntless V-6 engine. If a new cap is required, always install a cap of the same type and pressure
rating
specified. It should never be altered or re­
placed by a plain cap.

A
vacuum release valve (Fig. G-5) is employed to
prevent undesirable vacuum build-up when the system
cools
down. The vacuum release valve is
held against its seat under light spring pressure.

Vacuum
in the system is relieved by the valve
which
opens
at V2 to 1 psi. [0,035 a 0,07 kg-cm2]

vacuum.
A pressure tester can be used to check and
test
the vacuum pressure rate (see Fig. G-6).
Although the mechanism of the pressure cap re­ quires no maintenance, the cap should be inspected
periodically for cleanliness and freedom of opera­ tion. The pressure cap gasket and radiator filler neck seat should also be inspected to be sure they

are
providing a proper seal. If the rubber face of
the valve is defective, a new cap should be installed.
Filler
neck reseating
tools
are commercially
avail­
able to correct minor
defects
at the surface of the seat. Follow instructions of the reseating tool manu­

facturer.

To
remove the radiator pressure cap when the
engine
coolant temperature is high or boiling, place

a
cloth over the pressure cap and
turn
counter­ clockwise about Vi
turn
until the first (pressure release)
stop
is reached. Keep the cap in this posi­
tion until all pressure is released.
Then
push cap
down and
turn
still
further until cap can be re­ moved. To install the pressure cap, place it in posi­
tion and
turn
it clockwise as far as it
will
go.

Caution:
Use extreme care in removing the radiator
pressure cap. In overheated systems, the sudden release of pressure can cause a steam flash and this

flash,
or the
loosened
cap can cause serious personal

injury.

G-5.
RADIATOR

Maintenance of the radiator consists of keeping
the exterior of the radiator core clean, the interior free from rust and scale, and the radiator free from

leaks.
Check
the cooling system fluid level and for
leaks each
2000
miles
[3.200
km.] or every 30
days, whichever occurs first.
This
exterior of the

radiator
core should be cleaned and the radiator inspected for leaks each
6000
miles
[9.600
km.]
of normal service of the vehicle. Cleaning should be performed by blowing out with air stream or water stream directed from the
rear
of the radiator.

Visual
inspection is not sufficient as the accumula­ tion of small particles of foreign material on core
surfaces can restrict cooling without closing the core openings.

Radiator
leakage occasionally results from cor­
rosion perforation of the metal but most leakage results from mechanical failure of soldered joints
when too much strain has been put on the joint.
Fractures
occur most
often
at the joint where the
radiator
inlet and
outlet
pipes are attached to the

tanks.
When the seams break, the entire soldered

joint
is
exposed
and can corrode, but breakage
rather
than corrosion is the
primary
cause of seam
leakage. Examine the radiator carefully for leaks before and after cleaning. Cleaning may uncover points of leakage already existing but plugged with
rust.
White, rusty, or colored leakage stains indicate 164

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

H
ELECTRICAL
SYSTEM

Contents

SUBJECT
PAR.

GENERAL
. -H-l Alternator Charging System H-6, 63 Battery. . . .H-2

Electrical
Instruments. H-l 11 Ignition System H-3

Lighting
System H-8, 125

Primary
Circuit.
.. H-4 Secondary
Circuit
H-5
SparkPlugs H-33
Starting System H-7, 88

DISTRIBUTOR
—
HURRICANE
F4
ENGINE
H-9
Coil
H-19 Condenser
.H-l
2
Disassembly.
.........................
.H-16
Distributor Cap H-10 Distributor
Points
H-13
Governor Mechanism H-l4
Inspection H-l
7
Installation and Timing H-18
Removal H-15
Rotor H-ll

DISTRIBUTOR
—
DAUNTLESS
V-6
ENGINE
H-20

Ballast
Resistor. H-32

Centrifugal
Advance H-25
Cleaning and Inspection H-28
Coil
H-31
Condenser H-23
Disassembly. H-27
Distributor Cap H-21 Distributor
Points
H-24
Installation and Timing. . .H-30
Reassembly. H-29
Removal H-2 6
Rotor H-2
2

GENERATOR CHARGING SYSTEM SERVICE
H-34 Generator Armature H-3
7

Generator Assembly. H-40
Generator
Brush
Holders H-39
Generator Disassembly H-36
Generator
Field
Coils.
H-38
Generator Maintenance H-35 Generator -
Current
-
Voltage
Regulator. . .H-41
Generator Regulator Quick Checks...... .H-48
Generator Regulator Test Procedure H-47

ALTERNATOR PRECAUTIONS.
H-64

ALTERNATOR CHARGING SYSTEM.
. .H-63 Alternator On-Vehicle Tests. .H-67
Alternator Output Test. .H-70 Isolation
Diode
Test H-69
Regulator Test .H-71 Removal and Installation of
Voltage
Regulator. H-72
SUBJECT
PAR.
Service
Diagnosis
H-66 Test Equipment H-68
Alternator
Field
Circuit
Test H-73
Brush
Insulation and Continuity Test H-75
Brush
Removal and Inspection H-74
Rotor In-Vehicle Tests H-76

ALTERNATOR BENCH TESTS.
.H-77

ALTERNATOR REMOVAL
H-78 Alternator Disassembly H-80 Alternator Installation. H-87
Assembling Alternator H-86
General
Inspection H-81
Diode
Test H-85

Out-Of-Circuit
Rotor Test. .H-82

Out-Of-Circuit
Stator Leakage Test.. . H-83 Rotor Tests H-79
Stator
Coil
Leakage and Continuity Test. .H-84

STARTING
MOTOR
—
PRESTOLITE.
. .H-92
Armature
.H-l
00 Bench Test H-l04
Bendix
Folo-Thru
Drive H-105

Brush
Holder Inspection. .H-102
Brushes H-98
Commutator H-95, 99
Disassembly H-9 7

Field
Coils H-101
Lubrication
of
Folo-Thru
Drive H-l06
Maintenance Procedure H-93
Overhaul
Procedure H-96
Reassembly of Starting Motor. .
H-l
03
Starter
Solenoid
Switch H-10 7 Starter Ignition Switch. .H-89

Wiring.
. . . H-94

STARTING
MOTOR
—DELCO
H-108
Armature
H-101
Brush
Holder Inspection H-l 15 Brushes
H:lll

Commutator H-112

Field
Coils........
H-114
Locked
Armature Test. . . H-l20

Solenoid
Coils H-l 16
Starting Motor Reassembly H-l 17
Starting Motor Cleaning and Inspection.
.H-l
10
Starting Motor Disassembly .H-109 Starting Motor No-Load Test H-119
Starting Motor Test — General H-l 18 Starter Switch —
Solenoid
Type. H-l21
Starter Ignition Switch. .H-89

ELECTRICAL
INSTRUMENTS
H-122 Testing Instrument Gauges H-l24

LIGHTING
SYSTEM
H-l25 Aiming Head Lamps H-132

Backup
Lamps H-135

(continued
on
next
page)
171

H

ELECTRICAL
SYSTEM SUBJECT
PAR.

Directional
Signal
Lamps
H-138

Hazard
Warning
Lamps
H-139

Head
Lamp
Replacement H-130
Head
Lamp
Aiming Procedure H-131 Headlight Dimmer Switch H-127

License
Plate
Lamp
H-136
Main
Light
Switch. H-126

Marker
Lights .H-l40

Parking
and
Turn
Signal
Light
H-133
Stop
Light
Switch. H-l28
Tail,
Stop and
Turn
Signal
Lamp
.H-134

H-1. GENERAL
All
'Jeep' Universal vehicles are equipped with 12- volt electrical systems. Use caution around the higher
voltage
of the 12-volt system as accidental

short
circuits are more capable of damaging electri­
cal
units. Also, arcs around the 12-volt battery are
more apt to ignite any gas that may be escaping

from
it. In the following paragraphs
will
be found
information about the battery, distributor, coil,
generator, alternator,
voltage
regulator and start­ ing motor. These units with the connecting wires,

make
up the
engine
electrical system. The wiring
diagram
will
show the different circuits of the en­

gine
electrical system and the various units which
make
up
those
circuits.

With
plastic-covered wiring harnesses use only

rubber-insulated
wiring clips.

Caution:
All current production vehicles are 12- volt, negative ground. Whenever servicing a 12-
volt electrical system, use caution, as an accidental

short
circuit is capable of damaging electrical units. Disconnect battery ground cable before changing

electrical
components.

H-2.
Battery

The
battery is a storage reservoir for electrical
energy produced by the alternator or generator.
The
battery should store sufficient energy for
operation of the entire electrical system when the
alternator
or generator is not pr 1,scing output,

such
as when the ignition is first turned on. Of

particular
importance is maintaining the electrolyte
at the correct level, regularly checking with a
hydrometer, and maintaining clean, tight cable connections.

Battery
service information is given in this section.

Caution:
Do not allow flames or sparks to be
brought near the vent
openings
of the battery since
hydrogen gas may be present in the battery and might explode.

Note:
The liquid in the battery (electrolyte) is a
solution of sulphuric acid which, on contact, can

injure
skin or
eyes,
or damage clothes. If it is spilled
on the skin or spattered in the
eyes,
promptly flush
it
away with quantities of clear water only. If the

acid
is spilled on clothes, wet it thoroughly with a

weak
solution of ammonia, or with a solution of sodium bicarbonate or baking soda.
SUBJECT
PAR.

HORN
H-137

ELECTRICAL
COMPONENT
REPLACEMENT
H-150

WINDSHIPLD
WIPER SYSTEM
H-141
thru
149

SERVICE
DIAGNOSIS.
. .H-151

ELECTRICAL
SPECIFICATIONS
H-152

Caution:
When installing the battery, the nega­
tive terminal must be grounded. Reverse polarity of the battery can cause severe damage to the charg­ing system.

Battery
Inspection

a.
Check
the specific gravity of the electrolyte in
each cell of the battery. A hydrometer reading of 1.260 indicates that the battery is fully charged.

If
the reading is 1.225 or below, the battery
needs

recharging.
If one or more cells is 25 "points" (.025) or more lower than the other cells, this in­
dicates that the cell is shorted, the cell is about to

fail,
or there is a
crack
in the battery partition in
the case. Unless the battery is repaired or replaced, battery trouble
will
soon
be experienced.

b.
Check
the electrolyte level in each cell, add

distilled
water to maintain the solution [9,5 mm.] above the plates. Avoid overfilling. Replace
the filler caps and tighten securely. It is important to keep the electrolyte level above the plates at all
times because plates that are
exposed
for any
length of time
will
be seriously damaged.

c.
Check
the wing nuts on the hold-down frame for tightness. Tighten them only with finger pres­

sure,
never with pliers or a wrench. Excessive
pressure
could damage the battery case.

d.
Clean
the battery terminals and cable con­ nectors. Prepare a strong solution of baking soda

and
water and brush it around the terminals to
remove any corrosion that is present. The cell caps must be tight and their vents sealed to prevent
cleaning solution entering the cells. After cleaning,
connect cables to battery and coat the terminals

with
heavy grease.

e.
Inspect the battery cables and replace if badly
corroded
or frayed.
Check
tightness
of terminal
screws to ensure
good
electrical connections.
Check

the
tightness
of the negative ground cable con­nection at the frame to ensure a
good
ground
connection.
f.
Load
test
the battery. Connect a voltmeter across the battery. Run the starting motor for 15 seconds. If the
voltage
does
not drop below 10
volts the battery is satisfactory. If the
voltage
falls
below the figure given, yet the specific gravity is
above
1.225,
the condition of the battery is questionable.
g. Be sure the
engine
ground strap connection, 172

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H

FIG.
H-l—ENGINE
GROUND
STRAP—F4
ENGINE
Fig.
H-l, is tight at both connections. If
these

connections are
loose
-
or
dirty,
hard
starting or
failure
to start may result.

H-3.
Ignition System

The
ignition system consists of the battery, ignition

switch,
ignition coil ballast resistor (V-6 engine
only),
ignition coil, ignition distributor,
spark
plugs,

and
the low and high tension wiring.
Electrical

energy is obtained from the battery while cranking
and
from the alternator after the engine is running.

These
supply circuits must be considered part of
the ignition system.

The
ignition system furnishes the
spark
-for the

spark
plugs. The
spark
must occur in each cylinder
at exactly the proper time. To accomplish this, the following units are required.

a.
The battery, supplying the electrical energy.
Note: 'Jeep* vehicles equipped with Dauntless

V-6
engines have a ballast resistor connected be­ tween the ignition switch and the positive (+)

terminal
of the coil. The ballast resistor limits to
a
safe maximum the
primary
current flow through
the coil and the distributor contact points.

b.
The ignition coil, transforming the battery low
tension current to high tension current that jumps
the
spark
plug gap in the cylinders under com­
pression.

c.
The distributor, delivering the
spark
to the

proper
cylinders and incorporates the mechanical

breaker,
that
opens
and closes the
primary
circuit at the exact time.

d.
The
spark
plugs, providing the gap in the engine
cylinders.

e. The wiring, connecting the various ignition
units.

f. The ignition switch controling the battery
current
when it is desired to start or
stop
the engine.
g. The firing order for the
Hurricane
F4 engine is
1-3-4-2.
Cylinder
No. 1 is the cylinder closest to the

radiator.

h.
The firing order for the Dauntless V-6 engine
is
1-6-5-4-3-2.
Cylinders
1-3-5 are on the left bank

and
cylinders 2-4-6 are on the right bank. H-4.
PRIMARY
CIRCUIT

Before testing the
primary
circuit,
make certain
that the battery is satisfactory or install a fully

charged
battery for the
primary
circuit
tests. Also,

check
the starter motor for excessive voltage drop

and
check the starter motor itself for excessive
draw.

a.
Measure the voltage at the coil
primary
termi­

nals
while cranking the engine with the starter
motor. If the voltage is less than 9 volts the trouble

will
be found in the
primary
circuit.
If there is no voltage at all, check for a break in the
primary

circuit,
possibly in the coil
primary
winding.

b.
To check the
primary
circuit,
turn
the ignition
on,
turn
the engine until the points are closed, and
then measure the voltage drop across each portion
of the circuit with a voltmeter.
Note: Most voltage drops
will
be found at the con­
nections of wires to terminals as
dirt,
oxidation etc. can cause excessive resistance at
these
points.

Measure
voltage drops in wires to take this into
account.

c.
Connect the voltmeter from the battery cable

terminal
on the starter solenoid to the battery

terminal
of the coil
primary.
If the voltmeter reads more than 0.2 volt, perform the checks given in
steps, d, e, and f following.

d.
Connect the voltmeter from the solenoid termi­

nal
to the battery terminal of the ignition switch.
If
the voltmeter reads more than .05 volt, check

and
clean the connections at solenoid, light switch,
and
ignition switch.
e. If the voltmeter reading in
step
d is less than .05 volt, connect the voltmeter from the battery

terminal
to the ignition terminal on the ignition
switch.
If the voltage drop is more than 0.1 volt,

repair
or replace the ignition switch.
f. If the voltage drop in
step
e is not more than 0.1 volt, connect the voltmeter from the ignition

terminal
of the ignition switch to the battery termi­

nal
of the coil
primary.
If the voltmeter reads more

than
.05 volt, clean and tighten the connections

and
check again. If the voltmeter again reads more

than
.05 volt, replace the wire.
g. Connect the voltmeter from the distributor
primary
terminal on the coil to the coil terminal on
the distributor. Voltage drop should not exceed .05 volt.
Clean
and tighten connections if necessary.

h.
Connect the voltmeter from the coil terminal
on the distributor to a clean,
paint-
free spot on the

distributor
body. The reading should not exceed .05
volt. If more, it indicates excessive resistance
through the points or in the distributor internal connections.
Clean
and align the points and make

sure
the breaker arm connection to the
primary

terminal
as well as the stationary contact point mounting in the body is clean and tight.

i.
Open the points and check the voltmeter. It
should read close to peak voltage. Low voltage in­ dicates that a circuit through the distributor (a

short)
exists while the points are open.

j.
Disconnect the condenser lead and open the points. A jump to
full
voltage indicates a short in 173

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

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