1953 JEEP CJ check engine light

H

ELECTRICAL
SYSTEM

11035

FIG.
H-40—PRESTOLITE STARTING MOTOR—F4 ENGINE 1— End
Plate

2—
Plug

3—
Thrust
Washer
4—
Brush
Plate Assembly 5— Screw
6—
—Lock
Washer
7—
Insulating
Washer
8—
Terminal

9—
Field
Coil
and Pole
Shoe
Set
10—
Frame

11—
Insulating
Washer

12—
Washer

13— Nut 14—
Lock
Washer

15—
Insulating
Bushing

16—
Pole
Shoe
Screw
17— Sleeve Bearing
18—
Drive
End Frame
19—
Intermediate Bearing

20—
Bendix
Drive

21—
Screw

22—
Lock
Washer

23—
Thrust
Washer

24— Key
25—
Armature

26—
Thru
Bolt

27—
Insulator

brush
and
pull
On
a line parallel with the side of
the
brush.
Take
the
reading
just as the spring leaves the
brush.
It is important that the brush spring
tension be kept within the limits specified at the end of this section. If the tension is too low, there

will
be a loss of efficiency from poor brush contact.
Too
great a tension
will
cause excessive brush and
commutator wear. To change the tension, twist the

spring
at the holder with long-nosed pliers,

c.
Worn
brushes should be replaced. Brushes that
are
soldered to the field coil should be unsoldered

and
the
loop
in the field coil lead should be opened.
Insert
the new brush pigtail to its
full
depth in the
loop. The new brush lead should be tightly clinched

in
the terminal and then soldered to make a strong, low-resistance connection.

H-99.
Commutator

Check
the commutator for wear and discoloration.
If
the commutator is rough or worn the armature should be removed and the commutator turned
down in a lathe. A discolored commutator should
be cleaned with carbon tetrachloride. Never use
emery cloth.

H-100.
Armature

Visually
inspect the armature for mechanical
defects
before checking for shorted or grounded
coils. Use a set of
test
probes for testing armature

circuits.
To
test
the armatures for grounds, touch
one point of the
test
probes to a commutator seg­
ment and touch the other point to the core or shaft. Do not touch the points to the bearing surface or
to the brush surface as the arc formed
will
burn

the smooth finish. If the lamp lights, the coil con­ nected to the commutator segment is grounded.
To
test
for shorted armature coils, a growler as
shown-in Fig. H-42 is necessary. The armature is placed against the core and a steel strip is held
on the armature. The growler is then energized 204

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

FIG.
H-42—GROWLER
d.
Install
the armature in starter motor frame,
using care to align the four brushes and brush
springs on the commutator so that they are free to
move
and are square on the commutator.

e.
Install
the thrust washer on the shaft.
Lubricate

the plug and bearing in the end plate.
Install
the
end plate.
Install
the two through
bolts
and tighten securely.

f.
On Prestolite V6 starting motors, check pinion position by measuring from the centerline of the
pinion housing mounting bolt
holes
to the outside

edge
of the pinion.
Correct
measurement with the
Bendix
drive retracted is [19,05 mm.] to
%"
[22,23 mm.]; with drive extended, 1%"

[34,93
mm.] to 1^" [38,10]. Adjust by installing

thrust
washers just inside the commutator end
head or intermediate bearing as required. The
Bendix
drive retaining pin must not project
beyond the outside diameter of the pinion
sleeve.

H-104.
Bench Test

The
motor should first be checked to see that the
free running
voltage
and current are within specifi­ cations. To
test,
connect the motor to a battery,
ammeter and voltmeter. If the current is too high
check
the bearing alignment and end play to make

sure
there is no binding or interference. Using a

spring
scale and torque arm check the stall torque to see that the motor is producing its rated
crank­

ing power. The stall torque
will
be product of the

spring
scale reading and the length of the arm

in
feet.
If the torque is not up to specifications

check
the seating of the brushes on the commutator
and
the internal connection of the motor for high
resistance. The Bendix
Folo-Thru-Drive
should be checked for correct operation. The Bendix pinion
should be checked to see that it shifts when the motor is operated under no load.

H-105.
Bendix Folo-Thru Drive (Prestolite)
The
Bendix
Folo-Thru
Drive is designed to over­

come
premature demeshing of the drive pinion
from
the flywheel ring gear until a predetermined

engine
speed is reached. See Fig. H-43. No repairs or adjustments are possible on this

drive
and a
complete
new unit must be installed

if
trouble develops.

H-106.
Lubrication
of
Folo-Thru Drive
A
periodic cleaning and relubrication of the drive is advisable, the frequency of which
will
depend on
the type of service to which the vehicle is sub­
jected and the locale of operation.

a.
Remove the starting motor from the
engine
and take off the outboard housing. The pinion and

barrel
assembly
will
be in the demeshed position
on the screwshaft. Do not
move
it forward
until
after
that portion of the armature shaft ahead
of the pinion has been cleaned. If accidentally ro­
tated to the outer end of the screwshaft it
will

lock
in that position and cannot be forced back.

b.
Do not disassemble the drive for any reason.

c.
Do not dip or wash the drive in any cleaning solution.

d.
Do not remove the drive from the armature
shaft. Remove
excess
oil, grease or foreign matter
from
the armature shaft by wiping it with a clean cloth.
3
10859
FIG.
H-43—BENDIX
FOLO-THRU DRIVE

Dampen
the cloth with kerosene if necessary. A
light film of
SAE
10 oil may then be applied to the shaft.

e.
Now rotate the pinion and
barrel
assembly to the
fully
extended position, thereby exposing the screw­ shaft triple threads. Use a cloth dampened with
kerosene to wipe them clean. Do not use
gaso­
line
or any
commercial cleaner.
If the dirt is

thick
and gummy, apply the kerosene with a small

brush.
Tilt
the starting motor so that a small
amount
will
run under the control nut. Relubricate

with
a thin film of
SAE
10 oil. Use SAE 5 at ex­ tremely low temperatures.

f.
Reassemble the starting motor to the
engine
with the drive in the extended position.
Carefully
mesh the pinion with the flywheel ring gear before
tightening the starter motor mounting bolts. It may 206

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H
require
a slight rotation of the pinion to index it
into the ring gear. When the
engine
starts the drive
pinion
will
automatically demesh from the ring
gear and return to its normal position.
H-107. Starter Solenoid Switch (Prestolite)
•
Refer to
Figs.
H-44 and H-45.

Should
a starting motor
fail
to deliver maximum power the fault may be due to
voltage
drop at the
starting switch contacts due to corrosion or
burn­

ing.
Check
the switch by comparing the
voltage

at the battery terminals and that at the starting 13407

FIG.
H-44—STARTER SOLENOID—HURRICANE
F4
FIG.
H-46—PRESTOLITE STARTER
AND SOLENOID—V-6 ENGINE
switch terminals. The
voltage
drop should not
exceed .05 volts per 100 amperes.
Should
it be impossible to file the switch contact
plates to obtain a clean
full
surface contact the
switch should be replaced.
Current
model starting switches are of the
solenoid type, mounted directly on the starting
motors.
This
type switch is energized by turning
the ignition key to the extreme right position.

Should
a solenoid switch
fail
in service it is neces­

sary
to install a new solenoid assembly,
a.
To remove the solenoid switch first remove the nut and lock washer securing the solenoid strap to the starter
post.
Then
remove nut and lock washer securing battery positive cable to solenoid
post.

Tape
end of battery cable to eliminate the pos- 207

H

ELECTRICAL
SYSTEM
H-124. Testing Indicators and Gauges

Two
gauges
(fuel and temperature) and two in­ dicators (oil pressure and battery charge) that are
located in the instrument cluster are electrically operated.

The
fuel
gauge
is connected by a single wire to a
float-and-slide-rheostat sending unit in the fuel
tank.

The
temperature
gauge
is connected by a single

wire
to a resistance-type sending unit mounted on the engine.

The
battery charge indicator operates when there
is a difference in potential
between
the generator
and
the battery
.The
battery charge indicator lights
when the generator is not charging the battery. The
indicator
light
goes
out when the generator
begins

to charge the battery.

The
oil pressure indicator is connected by a single

wire
to a diaphragm switch located on the engine.
When
engine
oil pressure is low or zero and the
ignition switch is on, the oil pressure indicator
will

light. When
engine
speed is increased slightly above idle speed, raising the oil pressure to approximately 6 psi. [0,2 kg-cm2], the diaphragm switch
will
open the circuit and the indicator light
will
go out.

A
voltage
regulator maintains a constant
voltage
to the
gauges
in normal operation. On early vehicles,
this
voltage
regulator was mounted on the
rear
of
the instrument cluster. On current vehicles, the
voltage
regulator is integral with the fuel
gauge.

Should
trouble
develop
in the
gauges,
first check the regulator (fuel
gauge
on current production vehicle). If the
voltage
to the regulator is below 10 volts system low
gauge
readings
will
result.
Voltage in
excess
of 16 volts
will
not affect
gauge

readings but may result in premature wear of the
regulator contacts. If the
voltage
to the regulator is

within
the above limits, check the electrical con­ nections to the regulator (or fuel gauge), especially
the ground connection. If the readings of all the
gauges
is too high, or they all read too low, replace
the regulator (or fuel gauge).

If
the temperature
gauge
or heat indicator in the
instrument cluster have failed, the cause may
originate from the jumper bar shorting out against the instrument case.
Check
the jumper bar
between

the temperature
gauge
and heat indicator at the

rear
of the instrument case. On later production vehicles, the jumper bar is covered with an in­
sulating
sleeve
to protect it from shorting out
against the instrument case. If the jumper bar

does
not have this
sleeve,
either install one or

wrap
the bar with plastic electrical tape to
half

an
inch [12,7 mm.] from each end. When installing the jumper bar, be sure the curved
segment
is
closest to the fuel
gauge.

Should
only one of the two
gauges
register incor­
rectly,
check the lead wire from the
gauge
to the
sending unit for shorts or open connections. Next disconnect the
gauge
from the sending unit, and
connect the
gauge
to a new fuel tank sending unit

which
has been grounded to the vehicle.
If
the
gauge
registers incorrectly when operating the new unit,
replace the
gauge;
if correctly, replace the sending

unit.

Should
a new fuel tank unit not be available for testing, use a 12-volt
test
light in its place. When
the
gauge
is operating correctly, the pointer
will

move
approximately three-quarters across the
dial.

On
some
vehicles, the temperature
gauge
may
register on or
close
to the H (hot)
mark
when
coolant temperature is
190°F.
to
200°F.
[88°C.
a

93°C.].
In such cases, a 25-ohm,
1-watt
resistor
may be installed on the temperature
gauge
which

will
place the pointer just beyond the center
mark
at a coolant temperature of
190°F.
to
200°F.
Install

the resistor
between
the two terminals on the back
of the
gauge.
Insulate the
exposed
leads of the resistor with electrical tape.

If
the oil pressure indicator
does
not indicate cor­

rectly,
first check the light bulb. Next check all
connections and lead wires. If, after all possible

defects
are corrected, the indicator light
does
not go on and off properly, then the diaphragm type
switch in the cylinder block should be replaced.

H-12S.
LIGHTING SYSTEM The
wiring of the lighting systems is shown in
the wiring diagrams, which indicate the various units in relation to their positions in the vehicle.
The
wires in the various circuits are of different
colors or are marked by tracers to aid when check­
ing individual circuits.

The
lighting circuits of all models are protected by

an
overload circuit breaker mounted on the back of the main light switch and no replaceable fuse is
required.

The
upper and lower headlight beams are con­
trolled by a
foot
switch located on the toe board
to the left of the clutch pedal.
H-126.
Main
Light
Switch

This
switch is a dual functioning unit having two

push-pull
positions and a rotary action. When
pulled out to the first position, the front parking
and
tail
lights are turned on. When pulled all the
way out to the second position, the headlights and
tail
lights are turned on. Rotating the switch to
the right dims the instrument cluster lighting.

The
switch may be removed from the instrument
panel by first loosening the set screw in the control
knob and removing the knob. The retaining nut may then be removed and the switch removed
through the
rear
of the instrument panel.
FIG.
H-51—MAIN
LIGHT
SWITCH
(EARLY)

1—
Battery
4—Parking Lights
2—
Rear
Lights 5—Auxiliary

3—
Head
Lights
212

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H
cuit
lights,
the
signal switch
is
inoperative
and

must
be
replaced.

H-139.
Hazard
Warning Lights

All
current production vehicles
are
equipped with

a
four-way flasher warning system.
The
control switch
is
located
on the
instrument panel left
of

the steering column.
With
the
switch pulled
out,
the
two
front and
two
rear
turn
signal lights flash
on and
off
simultaneously,
as do
both
turn
signal

indicator
lights
on the
instrument clusters.
H-140.
Marker
Lights and Reflector Assembly

The
marker
lights
and
reflector assemblies
on

current
production vehicles
are
mounted
on the

side
of
the front fender and
on the
side
of
the
rear
quarter
panel.
The
spare wheel also mounts
a

marker
light. Some earlier production vehicles have
reflex reflectors mounted on the side of the hood and
on
the
side
of
the
rear
quarter panel. determine
if
dash wiper switch or wiring
is at
fault,
disconnect wiring harness from wiper motor
and

try
operating wiper independently
of
dash switch.
If
still
inoperative
see
procedure under
Par.
H-145.
b. Wiper
will
not
shut
off
— Determine
if
wiper
has both
low
and high speeds, slow speed only,
or

high speed only.
It is
important that
the
wiper
operates
at low
speed during parking cycle.
Dis­
connect wiring harness from wiper motor
and try

operating wiper independently
of
dash switch.
If

wiper
shuts
off
correctly with
crank
arm
in
park
position and wiper has both speeds, check
the
lead

between
terminal
and
dash switch ground
and

check
for
defective dash switch.
If
wiper shuts
off

correctly,
but has
high speed only, check lead
be­

tween wiper terminal and dash switch
for an
open

circuit
and check
for
defective dash switch.
If
still

inoperative,
see
Par. H-145.
c. Wiper
has
only fast speed.
Check
for
defective dash switch
or
open lead
between
terminal
and

dash switch.

H-141.
Windshield Wiper System

Early
production vehicles equipped with
the
Dauntless V-6
engine
have
two
single speed wind­
shield wiper motors mounted above
the
windshield inside
the
vehicle. The wiper motors
are
operated

and
controlled
by a
switch located
on the
instru­
ment panel.

Current
production vehicles with stationary wind­
shield have
a
two-speed
electric windshield wiper motor mounted below
the
windshield outside
the

vehicle on the driver's side. The wiper motor switch is located
on the
instrument panel
to the
left
of

the steering column.

H-142.
Two-Speed Wiper Motor

The
two-speed
electric wiper motor
is
operated and
controlled
by a
turn
type, three poled, dash switch,
containing
a 6
amp. circuit breaker.
Current
flow
is directed from
the
battery through
the
ignition
switch
to the
wiper dash switch assembly
to the

two-speed
wiper motor, which passes current from the designated motor brush (high,
low or
park)
to

the armature circuit
to
ground.

H-143.
Troubleshooting Procedure
Troubleshooting procedures
are
divided into
two

categories: wiper troubleshooting
in
vehicle; wiper
troubleshooting
on
bench.
Fig. H-65 and H-66

illustrates connecting leads
of the
two-speed
wiper for either bench operation
or to run
wiper inde­
pendently
of
dash switch and vehicle wiring when
installed
in the
vehicle.
H-144. Wiper Troubleshooting
in
Vehicle

Typical
wiper troubles and remedies are
as
follows
:

a.
Wiper
is
inoperative
—
Check
wiper switch
cir­

cuit
breaker; wiring harness connection
at
wiper
motor
and
wiper switch; wiper motor
feed
wire

from
ignition starter switch
to
wiper switch;
and
check wiper
on
switch
to be
securely mounted.

With
ignition switch
on,
check
for 12
volts
at
har­

ness
terminal that connects
to
wiper terminal.
To
BLACK
PARK

GREEN *-
RED m~
LOW
PARKING
<^^>

SWITCH
V^-O*'
HIGH

FIG.
H-64—WIRING
DIAGRAM

FIG.
H-65—WINDSHIELD
WIPER
SWITCH
ASSEMBLY
(EARLY)
1.
Park
(black)
2. Low (green)

3.
High (red)
d.
Wiper
has
only slow speed
and
shuts
off
with
dash switch in high speed position. Reverse harness
leads that connect
to
wiper terminals.

e. If
blades
do not
return
to
park
position when

wiper
is
turned
off,
check wiper ground connection
to vehicle body. Remove wiper from vehicle
and

check
for
dirty, bent,
or
broken
park
switch con­
tacts.

f.
If
wiper speed
is
normal
in
slow,
but too ex­
cessive
in
fast speed, check for an open terminal. 217

H

ELECTRICAL
SYSTEM H-15L SERVICE
DIAGNOSIS

SYMPTOMS

Battery
Discha
rged: Shorted
Cell
in Battery......... Short in Wiring..
•
Generator Not Charging ,
Loose or Dirty Terminals
Excessive Use of Starter Excessive Use of Lights...... Insufficient Driving.........

Low
Regulator
Setting.......

Stuck
Cut-out in Regulator. ..

Low
Electrolyte
Level
in Cells

Alternator:
FAILS
TO
CHARGE:
Belt Loose Open or High Resistance in

Charging
or Ground Return
Circuit
or Battery Connections............
Excessively Worn, Open, or
Defective
Brushes.
Open Isolation
Diode.

Open Rotor (Field
Coil)

LOW
OR
UNSTEADY
CHARGING RATE:
Belt Loose.... Intermittent or High Resistance
Charging
or Ground Return
Circuit
or Battery Connections
Excessively Worn, Sticky, or Intermittent Brushes
Shorted or Open Rectifier
Diode
Grounded
or Shorted
Turns
in Rotor (Field
Coil)

Open,
Grounded, or Shorted
Turns
in
Stator

EXCESSIVE
CHARGE RATE:
Loose Connections on Alternator...........

Faulty
Regulator

NOISY
ALTERNATOR:
Defective
or Badly Worn Belt
Misaligned Belt or Pulley
Loose Pulley
Worn
Bearings.
Shorted Rectifiers

Generator:
Low
Charging Rate—
Dirty
Commutator
Poor Brush Contact.
................
Regulator Improperly Adjusted.......

High
Resistance in Charging
Circuit...
Ground
Strap Engine to Frame Broken
Loose or Dirty Terminals Slipping Generator Belt

Worn
Out Brushes

Weak
Brush Spring Tension..........

Out
of Round Commutator
PROBABLE REMEDY

Replace Battery

Check
Wiring
Circuit

Inspect Generator and Fan Belt
Clean
and Tighten

Tune
Engine

Check
Battery
Recharge Battery
Correct
Setting

Correct
Add
Distilled Water
Tighten to
Specifications
Test
and Correct
Test
Brushes and Replace if Necessary

Test
and Replace if Necessary
Test
and Replace if Necessary
Tighten to
Specifications

Test
and Correct
Test
and Replace if Necessary
Test
and Replace if Necessary

Test
and Replace if Necessary

Test
and Replace if Necessary

Check
and Correct

Check
and Correct
Replace

Align,
Replace Parts as Necessary Tighten Replace Bearings as Necessary
Test
and Replace as Necessary

Clean
Commutator
Repair
or Install New Brushes

Adjust

Clean
and Tighten Terminals Replace

Clean
and Tighten

Adjust
Belt
Install
New Brushes
Replace
Repair
220

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
H-151.
SERVICE
DIAGNOSIS—Continued

SYMPTOMS PROBABLE
REMEDY

Generator:
(continued)
Fails
To Charge-Open Charging Circuit Correct
Sticking Brushes Repair or Replace
Dirty
or Burned Commutator ... Clean Commutator
Grounded Commutator Replace
Open Circuit in Field Replace
Weak Soldering on Armature. . . Repair Grounded Wiring Repair

Defective
Regulator. .. Replace Regulator
Too High Charging Rate— Regulator Improperly Adjusted Adjust or Replace
Short in Armature Replace Grounded Field-to-regulator Wire Correct
Shorted
Cell
in Battery... Replace Battery

Starting
Motor: Slow Starter Speed— Discharged Battery or Shorted
Cell
Recharge or Repair
Ground
Strap Engine to Frame. Clean Terminals and Tighten
Loose or Dirty Terminals Clean and Tighten
Dirty
Commutator Clean with No. 00 Sandpaper

Worn
Out Brushes Install New Brushes
Weak Brush Spring Tension Replace

Worn
Bearings Replace Burned Starter Switch Contacts Replace Switch

Will
Not
Turn
Engine— Open Circuit at Starter Correct

Solenoid
Open or Stuck Replace
Solenoid
Starter Switch
Defective
Replace Switch
Starter Drive Broken or Stuck. Repair or Replace
Battery Discharged Recharge Battery

Distributor:
Hard
Starting— Distributor
Points
Burned or Pitted Clean
Points
or Replace (Adjust)

Breaker
Arm Stuck on Pivot Pin...... . ... . . . Clean and Lubricate

Breaker
Arm Spring Weak Replace

Points
Improperly Adjusted Adjust
Spark
Plug
Points
Improperly Set Adjust

Spark
Plug Wire Terminals in Distributor
Cap
Corroded Clean
Loose Terminals Check Circuit
Loose or Dirty Terminals on Ground Strap— Engine to Frame. Clean and Tighten
Condenser Faulty Replace Improper Ignition Timing Set Timing

Lights:
Burn
Dim— Loose or Dirty Terminals....... ........ Clean and Tighten
Leak
in Wires. Check Entire Circuit for Broken Insulation
Poor Switch Contact Install New Switch Poor Ground Connection Clean and Tighten

Aim
Headlamp Beams. Use Aiming
Chart
221