1953 JEEP DJ oil

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

H
long as the circuit values allow the voltage to build
up to the operating voltage.
The
electromagnet of the voltage regulator unit has

a
winding of many turns of fine wire and is con­
nected across the charging circuit so that the sys­ tem voltage controls the amount of magnetism.
The
contacts of the voltage regulator unit are con­
nected in the generator field circuit so that the field

circuit
is completed through the contacts when they

are
closed and through a resistor when the contacts
are
opened.

When
the voltage rises to a predetermined value
there is sufficient magnetism created by the regu­

lator
winding to
pull
the
armature
down.
This
opens

the contacts and inserts resistance in the field
cir­

cuit
of the generator thus reducing the
field
current.
The
generated voltage immediately drops, which
reduces the
pull
on the
armature
to the point where
the spring closes the contacts. The output again

rises
and the cycle is repeated.

These
cycles occur at high enough frequencies to
hold the generated voltage at a constant value and

will
continue as long as the voltage of the circuit
is high enough to keep the voltage regulator unit

in
operation.
With
the addition of a current load great enough to lower the battery voltage below
the operating voltage of the unit, the contacts
will

remain
closed and the generator
will
maintain a
charging
rate as limited by its speed or the current

limiting
regulator.

Due
to the
effect
of heat on the operating
charac­

teristics of regulator windings it is necessary to
compensate for the changes in coil resistance when
the regulator is operating under varying tempera­

ture
conditions.
This
is accomplished through the
use of a nickel iron magnetic by-pass on the volt­
age regulator unit.
This
shunt by-passes
some
of
the magnetic flux when the unit is cold and allows most of the flux to act on the armature when the

unit
is hot.
Thus
when the coil is hot and not as
efficient, the magnetic shunt reduces the amount of flux needed to vibrate the armature.

The
compensation is usually more than enough to

offset
the changes in regulator coil resistance due
to heat. The excess compensation allows the regu­

lator
to operate at higher voltage under cold
operating conditions than under hot conditions.
This
is necessary as it requires a higher voltage to charge a battery with its internal resistance in­

creased
by low temperatures.

H-45.
Current-Limiting
Regulator

The
function of the current-limiting regulator is to limit the output of the generator to its maxi­

mum
safe output.

The
electromagnet of the current regulator unit
consists of
a
winding of heavy
wire
that is connected
in
series with the generator output. When the gen­

erator
output reaches a predetermined value, the
current
in the winding produces enough magnetism
to overcome the spring tension and
pull
the
arma­
ture
down.
This
opens
the contacts and inserts re­
sistance in the field circuit of the generator.
With
the field current reduced by the resistance, the
generator output falls and there is no longer enough
magnetism to hold the contacts open. As soon as
the spring closes the contacts, the output rises and the cycle is repeated. These cycles occur at high
enough frequencies to limit the output to a mini­
mum
fluctuation.

H-46.
Preliminary Inspection

a.
Wiring—Check
the wiring to see that it is prop­
erly
connected to the generator.

b.
Generator
Performance—Make
sure the genera­
tor operates correctly without the regulator in the
circuit.
Remove the armature and battery leads

from
the regulator and connect an ammeter be­
tween them. Remove the field lead from the regu­

lator
and while operating at idle speed touch the
field
lead
to the regulator base. Increase the speed slowly noting the charging rate.

CAUTION:
Do not increase the output above
the rated output of the generator.

If
the generator output
will
not build up inspect
the wiring harness for shorts and
opens
and remove the generator for an overhaul. To check the genera­
tor circuit when a suitable ammeter is unavailable,

Fig.
H-19, disconnect the armature cable at the

regulator.
Connect one lead of
a
12v
test
lamp to the regulator terminal marked "armature" and with
the engine running, ground the other lead. Should
the
test
light
fail
to
burn
there is a fault either in the generator or regulator. To localize the fault, discon­
nect both the
"Field"
and
"Armature"
cables at the generator. Connect a wire from the
"Field"
ter­
minal
to ground and use a 60 watt, 110 volt
test

lamp
to ground the
"Armature"
terminal. If the
generator is charging satisfactorily the
test
lamp

will
glow
at approximately 1500 rpm. engine speed
and
the fault
will
be definitely localized in the
regulator.

c.
Incorrect Regulator—Make sui he regulator
is the correct type for use with the generator.

d.
Battery—Check
the specific gravity and termi­

nal
voltage of the battery. If the \ ttery is not up
to specifications substitute temporarily
for
test
pur­
poses
a fully charged battery of the same type and
capacity.

e. High Resistance Connections—Inspect the
wir­
ing between the generator, regulator and battery for broken wires and high resistance connections.

Pay
special attention to the ground connections at
all
three units. Connect a reliable ammeter with 1-ampere graduations in series with the regulator

B-terminal
and the lead removed from this
terminal.
Run
the generator at a medium speed and
turn
on the lights or accessories until the ammeter shows a 10-ampere charging rate. At this charging rate
measure the voltage drop between the following
points using an accurate voltmeter graduated in
,1-volt divisions. The voltmeter should not show

a
reading above the maximum noted.
Generator
"A" terminal to regulator
"A"
terminal
—.1-volt maximum.

Generator
"F"
terminal to regulator
"F"
terminal
—.05-volt maximum.

Battery
terminal to regulator "B" terminal— .1-volt maximum.

Regulator
ground screw to generator frame— .03-volt maximum. 191

'Jeep1
UNIVERSAL
SERIES SERVICE
MANUAL

H
will
cause the battery to gas excessively and
will

shorten the life of the ignition contacts and, in

general,
will
have a detrimental
effect
on all con­
nected load.

Connect
an ammeter in series with the regulator
"B"
terminal and the lead removed from the termi­

nal.
Run the generator at a medium speed and per­

form
the following operation. After each
test
is
completed reconnect whatever leads have been opened.

H-51.
Test One
Disconnect the field lead at the generator.

a.
Output drops to zero—shorted field circuit in regulator or in wiring harness. See
test
2.

b.
Output
does
not drop—shorted field circuit in
generator. Inspect generator.

H-52.
Test Two
Disconnect the field lead at the regulator.

a.
Output drops to zero—shorted field in regulator.
See
test
3.

b.
Output
does
not drop—shorted wiring harness.

Repair
or replace wiring harness.

H-53.
Test
Three

Remove the regulator cover and hold the
voltage

regulator contacts open.

a.
Output drops to zero—regulator contacts stick­

ing,
regulator out of adjustment, or regulator in­ operative.
Check
operation
(test
5), check for high
resistance
(test
4), and clean contacts per instruc­
tions in Par. H-56.

b.
Output
does
not drop—shorted field circuit in
the regulator.
Clean
the regulator contacts and in­ spect the regulator visually for incorrect wiring be­
tween units and shorted leads.

H-54.
Test
Four

Operate
the units at 10 amperes output and meas­

ure
the
voltage
drop from the regulator base to
the generator frame.

a.
Voltage reading below .03 volts—ground
cir­
cuit
is satisfactory. See
test
5.

b.
Voltage reading above .03 volts—Inspect ground

circuit
for poor connections and eliminate the high
resistance. See
test
5.

H-56.
Test
Five

Connect
a headphone from the regulator field ter­
minal
to the base and hold the current regulator
contacts closed.

a.
A steady beat is heard—voltage regulator oper­
ating.
Reset regulator as in the operation
test,

Par.
H-47.

b.
An unsteady beat is heard—dirty or sticking
contacts.
Clean
contacts per instructions in Par.

H-56.
c.
No beat is heard—inoperative
voltage
regulator
unit.
Adjust regulator operation as in the operation

test.
If the regulator cannot be adjusted within
limits,
remove for overhaul.
H-56.
Cleaning of Contacts

Clean
the
voltage
regulator contacts with a #6

American
Swiss cut equalling file.
File
lengthwise

and
parallel to the armature and then clean the
contacts with clean linen tape.
First
draw a piece
of tape that has been wet with carbon tetrachlor­
ide
between
the contacts then follow with dry tape. Reset the regulator operation as in the oper­
ation
test,
Par. H-47.

H-57.
Low Battery and a Low or No Charging Rate

Check
all wiring for
loose
connections, frayed in­
sulation and high resistance connections and cor­
rect
any fault.

Make
sure the generator operates correctly with­
out the regulator in the
circuit.
Remove the "A"

and
"B" leads from the regulator and connect an
ammeter
between
them. Remove the field lead from
the regulator and while operating at idle speed
touch the field lead to the regulator base. Increase
the speed slowly noting the charging rate. Do not

increase
the output above the rated output of the generator. If the generator output
will
not build

up,
inspect the wiring harness for shorts and
opens

and
remove the generator for an overhaul.

Connect
an ammeter
between
the battery lead and
the regulator
"B"
terminal. Connect the field lead to the regulator "F" terminal and connect the

armature
lead to the regulator
"A"
terminal.
Con­

nect a voltmeter from the regulator
"A"
terminal to
the regulator base. Operate the generator at a medium speed and perform the following
tests:

H-58.
Test Six

Read
the voltmeter.

a.
Voltage builds up—open series
circuit.
See
test
7.
b.
Voltage
does
not build up—regulator out of ad­
justment, field circuit open, grounded series
circuit.
See
test
8.

H-59.
Test Seven
Remove the regulator cover and with the generator
operating at a medium speed hold the circuit

breaker
contacts closed.

a.
Ammeter shows no charge—open
circuit
breaker
shunt winding, incorrect setting of circuit breaker,

or
dirty contacts.
Clean
contacts and reset circuit

breaker
as in
Par.
H-47d. If the circuit breaker
can­
not be set, the shunt coil is open and the regulator
should be removed for overhaul.

b.
No generator output—clean the circuit breaker
contacts and try the
test
again. If there is
still
no
charge the series windings are open and the regu­

lator
should be removed for overhaul.

H-60.
Test
Eight

Run
the generator at idle speed and momentarily
connect a jumper from the
F-terminal
to the regu­

lator
base.

a.
Voltage builds up—open field circuit or regula­
tor out of adjustment. See
test
9.
b.
Voltage
does
not build up—grounded series
cir­

cuit.
Remove regulator for overhaul. 193

H

ELECTRICAL
SYSTEM H-61.
Test Nine

Operate
at a medium speed with the jumper re­ moved. Remove the regulator cover and hold the

voltage
regulator contacts closed.

a.
Voltage builds up—voltage regulator contacts
burned
or dirty or incorrect regulator setting.

Clean
the contacts and adjust the regulator as in

Par.
H-47d.

b.
Voltage
does
not build up—clean contacts and
repeat
test.
If the
voltage
still
does
not build up, see
test
10.

H-62.
Test Ten
Remove the regulator cover and hold the current
regulator contacts closed.

a.
Voltage builds up—current regulator contacts
burned
or dirty or incorrect regulator setting.

Clean
the contacts and adjust the regulator as in

Par.
H-47d.

b.
Voltage
does
not build up—clean the contacts

and
repeat the
test.
If the
voltage
still
does
not

build
up remove the regulator for an overhaul.

H-63. ALTERNATOR CHARGING SYSTEM

Most vehicles have, as standard equipment, a 35-

amp.,
12-volt, negative ground alternator and a
transistorized
voltage
regulator.
The
alternator charging circuit consists of the
battery, alternator,
voltage
regulator, ignition
switch,
and charge indicator light.

An
alternator differs from a conventional DC
shunt generator in that the armature is stationary,

and
is called the stator, while the field rotates,
and
is called the rotor.
With
the alternator con­
struction,
the higher current values involved in
the stator may be conducted to the external circuit through fixed leads and connections, rather than
through a rotating commutator and brushes, as in the DC generator.

The
alternator employs a three-phase stator
winding. The rotor consists of a field coil encased
between
six poled interleaved sections, producing

a
twelve
pole
magnetic field with alternator north

and
south poles. By rotating the rotor inside the stator, an alternating current is induced in the stator windings.
This
alternating current is
changed to direct current by
diodes
and conducted
to the output terminal of the alternator.
Six
silicon
diode
rectifiers act as electrical one-way valves.
Three
of the
diodes
have negative polarity

and
are grounded. The other three
diodes
have
positive polarity and connected to the output
terminal.
In all alternators discussed in this

manual,
the
diodes
are pressed into heat sinks.

There
are two heat sinks, one positive and the
other negative.

Since
the
diodes
have a high resistance to the
flow of
current
in one direction and a low resistance
in
the
opposite
direction, they are connected in a
manner
which allows current to flow from the
alternator to the battery in the low resistance
direction.
The high resistance in the
opposite

direction prevents the flow of current from the
battery to the alternator. Because of this feature,
no
circuit
breaker
is
required
between
the alternator
and
the battery.
Residual
magnetism in the rotor field
poles
is
negligible. Therefore the starting field current must be supplied by the battery. It is connected
to the field winding through the ignition switch

and
charge indicator lamp.
As
in the DC shunt generator, the alternator
voltage
is regulated by varying the field current.
In
these
alternator systems, this is accomplished
electronically in the transistorized
voltage
reg­
ulator.
No current regulator is required since all
alternators have self-limiting current character­
istics.

The
entire DC output of the alternator has to pass
through the isolation diode. The isolation
diode
is
not essential for rectification. Its purpose is threefold.
It
provides automatic solid
state
switch for
illumi­

nating the alternator charge
-
discharge indicator
light when the alternator is not charging properly.
It
automatically connects the
voltage
regulator to
the alternator and battery when the alternator is
operating.
It
eliminates electrical leakage across the alternator

diodes
so that leakage is negligible when the vehicle
is not in use.
The
isolation
diode
is mounted in a separate alumi­

num
heat sink. The 35-amp. alternator has a single
silicon diode. The alternator is designed to supply the electrical demands of the battery and the
accessory circuits through a wide range of
engine

speeds. The alternator is lighter and more compact

than
a conventional DC shunt generator of com­

parable
electrical size.

The
principal
components of the alternator are
the stator, the rotor, the slip ring end head, the

drive
end head, the
diode
rectifiers, and the isolation diode.

a.
The stator consists of a laminated iron core on

which
the three-phase windings are wound in
slots
around
the inside circumference. A
pair
of leads
are
connected to each of the three points of the
winding. One of each
pair
of leads connects to a
negative
diode
rectifier and one to a positive
diode
rectifier.

b.
The rotor consists of a single field coil encased

between
two six-fingered, interleaved iron sections assembled to the shaft. The two ends of the field
coil
are connected to two slip rings which are in­
sulated from each other and from the shaft.
c. The slip ring end head supports the rectifier heat sinks; a prelubricated sealed
ball
bearing, in

which
the rotor shaft rotates; and the brush holders
and
brushes.

d.
The drive end head supports a prelubricated
sealed
ball
bearing in which the drive end of the rotor shaft rotates.
e. The
diode
rectifiers are pressed in the rectifier brackets or heat sinks and are connected to the
stator leads.
f. The isolation
diode
is pressed in the aluminum heat sink mounted to the
rear
of the alternator. The
complete assembly is covered with a red insulating coating.

For
repairing the alternator, many of its major components are furnished as complete assemblies

including:
complete brush assembly which requires 194

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
no soldering or unsoldering of leads; two complete

rectifying
diode assemblies
which
eliminate the need
for removing and replacing individual diodes; a
corpplete 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
output current is determined by the battery electri­
cal
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-64. ALTERNATOR
PRECAUTIONS

The
following precautions must be observed to
prevent damage to the alternator and regulator.

a.
Never reverse battery connections. Always

check
the battery polarity with a voltmeter before

any
connections are made to be sure that all con­
nections correspond to the battery ground polarity of the vehicle.

b.
Booster batteries for starting must be properly
connected. Make sure that the negative cable of
the booster battery is connected to the negative

terminal
of the battery in the vehicle. The positive
cable of the booster battery should be connected
to the positive terminal of the battery in the
vehicle.

c.
Disconnect the battery cables before using a fast charger.

d.
Never use a fast charger as a booster for

starting
the vehicle.

e.
Never disconnect the
voltage
regulator while
the
engine
is running.

f.
Do not ground the alternator output terminal.
g.
Do not operate the alternator on an open
circuit
with
the field energized.

h.
Do not attempt to polarize an alternator.

These
precautions are stated here as an aid to

service
personnel. They are also restated at appro­

priate
places in the
text
of this section of the
manual.

H-65. ALTERNATOR
CHARGING
SYSTEM SERVICE
Important:
All alternator
tests
for the 35, 40 and
55 amp alternator are the same, however, there is a
difference
between
the location of the various ter­

minals
and field current specifications. The field

current
of the 35 amp alternator should be 1.7 to 2.3 amps, 40 and 55 amp alternators should be 1.8
to 2.4 amps, with
full
battery
voltage
applied to
the filed coil. Disassembly and assembly procedures

are
the same for all three alternators.
Terminal
locations and wire harness color
codes
for the 35,
40 and 55 amp alternator are shown in Fig. H-38.

H-66.
Service Diagnosis

In
diagnosing a suspected malfunction of the

alternator
charging system, consideration must
be given to the complete electrical power plant of the vehicle; including the alternator, regulator,
ignition switch, charge indicator lamp, battery,

and
all associated wiring. If it is suspected that the

alternator
is not fully charging the battery and

fulfilling
the electrical requirements of the electrical
system, several checks should be made before

checking
the alternator itself:

Note:
Whenever service is required in connection

with
an alternator problem, the first
step
should be to verify that the wiring harness hook-up is correct
as indicated in Fig. H-38.

a.
Test the condition of the battery and
state
of
charge
(Par. H-2).
If the battery is not fully charged
and
in
good
condition, use a replacement battery
for making alternator system
tests.

Caution:
Make certain that the negative battery

post
is connected to ground when making the
battery installation. Serious damage to the alter­

nator
can result if battery polarity is reversed.

b.
Check
fan belt for proper tension (Par.
C-27).

Caution:
To increase belt tension, apply pressure
to alternator front housing only as permanent damage can result if pressure is applied to
rear

housing.

H-67.
Alternator In Vehicle Tests

The
following
tests
are made with the alternator

in
the vehicle with output and regulator connec­
tions maintained to the alternator except as noted

in
Fig. H-27 and H-28. The field plug and
voltage
regulator are disconnected for
these
tests.
The

tests
are given in proper order and detail in the
following paragraphs.

a.
Isolation Diode Test: To determine if the isola­
tion diode is open or shorted, refer to Par. H-69.

b.
Alternator Output Test: To isolate the trouble
to the alternator or regulator, refer to Par. H-70.

c.
Alternator
Field
Circuit
Test: To determine the condition of the field
circuit
(brushes and rotor),

refer
to Par. H-73.

d.
Brush
Insulation
and Continuity
Test:
To deter­
mine the condition of the
brush,
refer to
Par.
H-75.

e.
Rotor In-Vehicle Test: To determine whether
the rotor coil is open or shorted, refer to
Par.
H-73.
f. Any further
tests
must be conducted with the

alternator
removed and disassembled. When this
is done, the condition of the rotor, the rectifying

and
isolation diodes, and the stator can be further
tested.

A
commercial alternator tester Sun
Electric
Model

VAT-20
or equivalent can be used to make all
necessary
tests
on the alternator system. If a com­

mercial
tester is used, follow the recommended
testing procedure outlined by the tester manu­

facturer.
If
a commercial tester is not available, follow the
testing procedure as outlined in this manual.

H-68.
Test Equipment

a.
Volt Ampere Tester such as Sun
Electric
Model

VAT-20
or equivalent with meter ranges as shown

in
the following list can be used. 195

H

ELECTRICAL
SYSTEM
terminal
and bracket. Test lamp should not light.

If
it
does,
the
brush
is shorted and must be replaced,
b.
Connect one lead of an ohmmeter to field ter­

minal
and the other lead to insulated brush. Re­
sistance reading should be zero. Move brush and

brush
lead wire to make certain that the brush lead wire connections are not intermittent. Resist­
ance reading should not vary when brush and lead

wire
are being moved.

C.
Connect ohmmeter leads to bracket and grounded brush. Resistance reading should be zero.
Repeat same
test
on brush lead wire as described

in
step
b above.
FIG.
H-30—INSULATION
AND
CONTINUITY

TEST
POINTS
1^-Brackct

2—
Field
Terminal

3—
Grounded
Brush

4—
Insulated
Brush

H-76.
Rotor
In-Vehicle
Tests

a.
Reference Par. H-73, Fig. H-28.
b.
To check for a short circuit in the rotor wind­
ings, the alternator should be removed. Refer to

Par.
H-79 for rotor bench
tests.

H-77.
ALTERNATOR
BENCH
TESTS

When
the various
tests
given in
Par.
H-69 through
H-76 have determined a fault within the alternator itself, the alternator should be removed from the vehicle and the following
tests
given in
sequence

to isolate the trouble to a particular
component

of the alternator.
Note
that certain
tests
can be
performed after the alternator is removed and
before
it is disassembled.

H-78.
ALTERNATOR
REMOVAL
Note:
Brushes and isolation
diode
can be removed

from
alternator without removing unit from vehicle.

a.
Disconnect all lead connections at alternator.
b.
Remove nut and
bolt
at alternator support

bracket.
Remove nut, bolt, washer, and adjustment

bracket.
Remove belt from alternator pulley. The alternator is now free to be removed from the
vehicle.

H-79.
Rotor Tests
—
Bench

This
test
checks the condition of the rotor (field coil) for
open
or shorted field winding, excessively

worn
or sticky brushes, and
open
connections. It should be performed with the brush assembly in­
stalled in the alternator.

a.
The field coil is checked for a short circuit
by connecting a fully charged battery and an ammeter in series with the two slip rings.

A
rheostat is placed in series in the
circuit
to protect
the instruments and
components
of the alternator. Set rheostat to maximum resistance (40 ohms)

before
making connections.

b.
Slowly reduce resistance of rheostat to zero.

Then
take reading on ammeter. With full battery
voltage
applied to the field coil, the field current
of the 35-amp. alternator should be 1.7 to 2.3 amp.

Note:
The field current of the 40 and 55 amp.
alternator should be 1.8 to 2.4 amps with full battery
voltage
applied to the field coil.
c.
Turn
rotor by hand, noting reading. Rotating
rotor
will
indicate if brushes are making
good
elec­

trical
contact. A slight fluctuation of reading (0.2

amp.)
is to be expected.
If
field current is not within limits, inspect brushes

and
slip rings for
excessive
dirt, sticky, or broken
brushes, and bad connections.
Check
brush as­ sembly for short and continuity (Par. H-75). Make
same
test
to slip rings. Reinstall repaired or known
good
brush assembly and repeat
test.
If
the field current is
above
the maximum value
specified, it indicates that the field coil is either
shorted to rotor or field coil has shorted windings.
If
the field current is zero, it indicates that the field

coil
or coil-to-slip ring connection is open. If the field
current
is considerably
less
than the value
specified, it indicates a poor coil-to-slip ring con­ nection or poor brush-to-slip ring connection.

d.
To check continuity of the rotor, disconnect the
battery and connect an ohmmeter directly across
the field. Resistance
between
field terminal and ground terminal should be approximately 6 ohms.
If
resistance is high, field coil is shorted.

e.
If rotor is found to be
defective
in
above
tests,
repeat the
above
tests
when the rotor is removed

from
the alternator by connecting the
test
circuit
to rotor slip rings to ascertain findings.
Field
current

will
be approximately 0.2 amp. higher than the
maximum
value because of the normal brush-to-

slip-ring
contact resistance that reduces field
current
slightly. If the rotor is found to be de­
fective, it should be replaced.

H-80.
Alternator Disassembly

Refer
to Fig. H-31.

a.
Remove brush assembly by removing two tap­ ping screws and cover. Then pull the brush as- 198

H
ELECTRICAL
SYSTEM
|
lists
>

FIG.
H-33—REMOVING
REAR
BEARING

1—
Rear
Bearing

2—
Rear
Bearing
Remover C-3936
The
alternator end housing may be
wiped
clean

with
a
cloth
dampened in solvent if excessively
dirty
but should not be
buffed
as this
will
destroy
special treatment given to
inhibit
corrosion.

H-82.
Out-Of-Circuit
Rotor Test

Refer
to
Pars.
H-76 and H-79 for
tests
to be per­ formed on the rotor. If
these
tests
were not per­formed while the alternator was assembled, they

can
be performed with the alternator removed by following the procedure given in
these
paragraphs.

H-83.
Out-Of-Circuit
Stator Leakage Test Disassemble alternator and remove the rectifier
diode plates and stator as shown in Fig. H-34 as
an
assembly.
An
ohmmeter or 12-volt
test
lamp may be used,

a.
Connect one ohmmeter or
test
lamp probe to
one of the rectifier diode terminals and the other
to the stator as shown in Fig. H-34.
FIG.
H-34—STATOR
LEAKAGE
TEST
POINTS
1—
Stator

2—
Diode
Terminal
Resistance
reading should be infinite or
test
lamp
should not light. If resistance reading is not infinite

or
test
lamp lights, high leakage or a short exists between stator winding and stator. In either case,
the diode heat sinks should be separated from the
stator (Par. H-80) to ascertain whether the stator
should be replaced (Par. H-84).

H-84.
Stator
Coil
Leakage and
Continuity
Test

This
test
checks for shorts or leakage between
stator coil windings. To conduct the
test,
the wind­
ing junctions must be separated as shown in Fig.

H-35.
An ohmmeter or 12-volt
test
lamp may be used.
|
.11521 •

FIG.
H-35—STATOR
LEAKAGE
AND
CONTINUITY
TEST
POINTS 1—
Test
Point 3—Test Point 5—Test Point

2—
Test
Point 4—Test Point 6—Test Point

a.
Connect one of the ohmmeter or
test
lamp probes to
test
point 4 as shown in Fig. H-35.
Con­

nect the other
test
probe to
test
point 5 and then to

test
point 6. Resistance should be infinite or
test

lamp
should not light.

b.
Connect one
test
probe to point 1 and the other
to point 3 and then point 2. Resistance should be infinite or
test
lamp should not light.

In
either
test,
if the resistance reading is not infinite

or
the
test
lamp lights, high leakage or a short
exists between stator windings. Stator should be
replaced.

c.
Measure resistance of each winding in stator between
test
points 4 and 1, 5 and 3, and 6 and 2,
in Fig.
H-35. 200

H

ELECTRICAL
SYSTEM
FIG.
H-38—WIRE
COLOR CODE
AND

LOCATIONS
FOR
ALTERNATOR HOOK-UP

1— Regulator (Auxiliary)
Terminal
(Cable —
Grey)

2— Output
Terminal:
(Red)

3—
Regulator
Terminal
(Cable —
Grey)

4—
Ground
Terminal
(Cable — Black-White
Tracer)
5—
Field
Terminal
(Cable — Green-White
Tracer)

6—
Ground
(Optional)
Terminal
(Cable — Black-White
Tracer)
REAR
VIEW

35
AMP.
ALTERNATOR
REAR
VIEW
40
& 55 AMP.
ALTERNATOR
given in Par. H-78, adjusting the fan belt to its
proper tension after the alternator is mounted, as described in Par. C-27. Wires should be connected
as shown in Fig. H-38.

When
the vehicle is equipped with a radio, a .55
mfd. capacitor is required on the alternator. Mount
the capacitor strap to a ground terminal and con­
nect the lead to the output terminal.
H-88.
STARTING
SYSTEM
SERVICE
H-89.
Ignition
Switch

The
ignition switch serves both to energize the
ignition system and
engage
the starter switch.
The
ignition switch has four positions: (1) AC­

CESSORY,
(2)
LOCK,
(3) ON, and (4)
START. The
key must be in the switch to turn it to any position other than
LOCK,
and the key can be
removed only in the
LOCK
position.
In "ACC",
a connection is made from the battery

terminal
to the accessory terminal of the switch to
allow accessories such as the radio, blower and/or
windshield wiper to be operated with the ignition, fuel
gauge
and indicator light circuits off.
In "LOCK",
no accessory supplied through the
ignition switch can be operated. Also, the ballast
resistor (V-6
engine
only) circuit to the ignition
coil
(IGN) is grounded.
In
"ON", a connection is made from the battery

terminal
to the accessory terminal so that all
ignition switch supplied accessories can be operated. Also the battery is connected to the ballast resistor
(V-6
engine
only) leading to the ignition coil

(IGN).
From
this same terminal, a lead
into
the
instrument cluster energizes the fuel
gauge
and
indicator lights.
In "START",
all ignition switch supplied acces­
sories are temporarily disconnected. A connection is made to the starter solenoid lead. The charge

and
oil indicator lamps
will
light until the
engine
is started.
H-90.
Ignition
Switch
Removal

a.
Remove the bezel nut and pull back the main
switch body.
Lower
the switch
body
from under the instrument panel so that the wiring harness plug

can
be removed from the prong connection,
b. If the lock cylinder is to be removed, turn the
ignition key to the right and insert a short
piece

of wire or end of a paper clip
into
the lock release

hole
in the switch body. Pressing on the lock
cyl­
inder retainer
will
allow the cylinder to be removed.
H-91.
Ignition
Switch
Installation

Before installing the lock cylinder
into
the main
switch body,
note
the position of the lock cylinder
retainer.

a.
Place the lock cylinder
into
the main switch
body
with the highest part of the lock cylinder
retainer in line with the lock release
hole
in the
main
switch body.
b. Compress the lock cylinder retainer so that the
lock cylinder can be installed all the way
into
the

main
switch
body
or until the retainer can be

seen
through the pin hole.

c.
Install
wiring harness plug
onto
switch
body

prong connection.

d.
Install
this main switch
body
into
the instru­
ment panel opening from the
rear.

e. To make sure that the switch is in its correct position, install the ignition key in the off position.
Then
turn the switch
body
until the key is straight
up and down. Remove the key, install the bezel
nut and secure.
H-92.
PRESTOLITE
STARTING
MOTOR
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite starting motor on the V6
engine
is

similar
in construction (with exception of pinion housings) to the starting motor installed on F4

engines.
The
starter solenoid switch is bolted to the starter
frame.

The
starter is equipped with
sealed-type
absorbent
bronze bearings and no lubricant is required. Service procedures for the Prestolite starter are
given in
Pars.
H-93 to H-107. 202

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

H
13406

FIG.
H-39—STARTING
CIRCUIT

1—
Ground
Cable
2—
Battery

3—
Positive Cable
4—
Alternator
Wire
5—
Alternator

6— Ignition Switch
Wire

H-93.
Maintenance Procedure

A
periodic inspection should be made of the start­ ing circuit. Since the interval
between
these
checks

will
vary according to the type of service, it should, under normal conditions, be made every 500 hours
of operation. Inspect all starting circuit wiring for damage.
Check
for
loose
or corroded terminals and
for dependable operation of the starting motor.

H-94.
Wiring

Refer
to Fig. H-39. Inspect the starting circuit to make sure that all
connections are clean and tight.
Check
for worn or damaged insulation on the wires. Perform a volt­

age-loss
test
to make sure there is no
loss
of start­ ing motor efficiency resulting from high resistance
connections. Voltage
loss
from the battery ter­
minal
to the starting motor terminal should not
exceed .30 volts for each 100 amperes. Voltage
loss
between
the battery ground
post
and the start­ing motor frame should not exceed .10 volts for
each 100 amperes. If the
voltage
loss
is greater
than
these
limits, measure the
voltage
loss
over
each part of the circuit until the resistance causing the
voltage
loss
is located and corrected.

H-95.
Commutator
Sluggish starting motor operation may be caused by a dirty commutator or worn brushes. The com­mutator cannot be cleaned while the. starting motor is mounted on the
engine
and it
will
be necessary
to remove it and proceed as for an overhaul. Should 7— Ignition Switch
8— Solenoid
Wire

9—
Starter

10— Solenoid
11—
Connector
Strap
the commuator be rough or worn, it should be
removed for cleaning and reconditioning.
H-96.
Overhaul Procedure

At
periodic intervals the starting motor circuit
should be thoroughly checked and the motor re­ moved from the
engine
for cleaning and checking.

H-97.
Removal and Disassembly

Refer
to Fig. H-40 and H-41.
To
remove the starting motor from the engine, dis­
connect the leads and cover the battery lead ter­

minal
with a piece of
hose
or tape to prevent short

circuiting.
Remove the flange
bolts
holding the starting motor to the flywheel housing. Remove
the starting motor from the vehicle.

Each
part of the starting motor should be removed, cleaned, and inspected for evidence of wear or
damage. The Bendix
Folo-Thru
Drive should be
cleaned and inspected for evidence of wear or a distorted spring. Bearings should be checked for
proper clearance and fit. All insulation should be
free of oil and in
good
condition. The armature,
field coils, and brushes should be checked for
good
ground and lack of open circuits.

H-98.
Brushes

a.
The brushes should slide freely in their holders
and
make full contact on the commutator. Worn
brushes should be replaced.
b.
Check
brush spring tension with a spring scale.
Hook the scale under the brush spring near the 203