1953 JEEP DJ instrument panel

'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

STEERING
SYSTEM

O-L
GENERAL

The
steering system on all Jeep Universal vehicles
consists of the steering gear, steering wheel, steering column and shaft, and steering linkage.
This

section covers wheel alignment, steering linkage,
steering gear, steering column and steering wheel.
0-2. Steering
Gear
Function

The
steering gear is a reducing gear. It exchanges a

relatively
large amount of movement with a small force (applied by the driver at the steering wheel), for a much smaller amount of movement with a
greatly increased force through a cam and lever
action type steering gear. The steering gear ratio is 17.9 to 1 on vehicles equipped with the F4
engine

and
19 to 1 with the V6 engine.
0-3. Steering
Linkage
Refer
to Fig. O-l.
The
steering linkage consists of a steering arm at­
tached to the steering gear, a steering connecting

rod,
(drag
link),
connecting the steering arm to the
beilcrank,
and a steering tie rod connecting the
beilcrank
to the axle tie rod. The beilcrank pivots
on a pin mounted just to the left of the frame front crossmember. The steering tie rod is connected to
the beilcrank and
extends
to the right
ball
joint as­ sembly of tie rod. The tie rod
extends
to the wheels,
being connected to their respective steering knuckle

arms
at the wheels.
With
this linkage arrangement,
as the steering arm
moves
rearward,
the front
wheels
turn
to the left. As the steering arm
moves
forward,
the wheels
turn
to the right.
Ball
joints are used to secure the drag
link,
steering
connecting rod and tie rod ends. The
ball
joints
assist in maintaining
good
steering control and con­
stant toe-in of the front wheels under all driving conditions. If the
ball
joints
become
worn enough
to allow free motion in the linkage, they should be,

replaced.

Note:
Ball
joint replacement of the tie rod requires
resetting of the wheel toe-in adjustment.
0-4.
Steering
Column
and Gear
Alignment
When
adjusting a steering gear remove all loads
from
the unit by disconnecting the steering con­
necting rod (drag
link)
from the steering arm and
also
loosen
the instrument panel bracket and the
steering gear to frame
bolts
to allow the steering
post
to correctly align itself. When retightening the
steering gear to frame
bolts
use a torque wrench
pull
of 45 to 55 lb-ft. [6,2 a 7,6 kg-m.] on the

Vk*
bolts
and 30 to 40 lb-ft. [4,15 a 5,5 kg-m.] on the
Vs"
bolts. 10811

FIG.
0-2—STEERING
GEAR
1—Nut

2
—Lockwasher

3—
Steering
Gear
Arm 4—
Lever
Shaft Oil Seal
5—
Outer
Housing Bushing
6—
Inner
Housing Bushing 7—
Filler
Plug
8—
Cover
and Tube
9—
Ball
Retaining
Ring

10—Cup
11—
Ball
(Steel)
12—
Tube
and Cam
13—
Shims

14—
Upper
Cover

15—
Lockwasher

16—
Bolt

17—
Steering
Wheel 18—
Horn
Button Retainer
19—
Horn
Button
20—
Horn
Button Cap 21— Nut
22—
Spring
23—
Spring
Seat
24—
Bearing
25—
Horn
Cable

26—
Horn
Button Spring
27—
Spring
Cup
28—
Steering Column
29—
Oil
Hole
Cover

30—
Clamp
31—
Adjusting
Screw
32— Nut
33—
Bolt

34—
Side
Cover
35—
Gasket

36—
Shaft
and
Lever

37—
Housing
314

STEERING
SYSTEM

FIG.
0-9—STEERING

BELLCRANK
ASSEMBLY

1— 5s'-18
Stollock
Lockout

2—
Plain
Washer

3— 7 us"-20
x
2 l2' Bolt

4—
71«
*-20
Stollock
Locknut
5—
Beilcrank
Support

6—
Special
Ground
Washer
7— Seal
8—
Bearing
9— Beilcrank
10— Beilcrank
Shaft

11—
Seals

12—
Bearings

13— } s *
b.
Torque the
Vfc"
[11,113
mm.] diameter elamp
bolt to
50-70
lb-ft. [6,9 a 9,7 kg-m.].

c.
Assemble the tie rod to the beilcrank lever,
making
sure to tighten the nut to the proper
torque value of 38 to 45 lb-ft. [5,2 a 6,2 kg-m.].

d.
Connect the drag
link
to the beilcrank arm,

adjust
the
ball
joint by screwing in the plug firmly against the
ball,
approximately 20 lb-ft. [2,8 kg-m.], then back off one quarter
turn
and lock

with
a new cotter pin.

0-19.
Beilcrank
Support
Bracket
Rivet
Replacement

The
procedure for replacing a rivet with a bolt
is as follows:

a.
Drill
a [4,76 mm.] pilot
hole
up through
the front rivet.

b.
Enlarge
the [4,76 mm.]
hole
with a %"
[8,73 mm.]
drill.

c.
Chisel
off the
bottom
rivet head and drive the

remainder
of the rivet upward and out, using
a
punch and hammer.

d.
Install
a %" [9,53 mm.] bolt and lock nut,
torque to
30-45
lb-ft. [4,1 a 6,2 kg-m] and stake
the nut.

e.
Clamp
a metal plate to the frame to protect
the radiator, then
drill
and remove the remaining two rivets, install bolts, lock nuts and torque as
specified.

O-20.
STEERING
COLUMN
AND
WHEEL SERVICE

Jeep
Universal
Series vehicles use a
one-piece
steer­
ing
shaft that is integral with the steering gear
assembly, as shown in Fig. 0-2. Alignment in­
structions in paragraph 0-4 apply.

0-21.
Steering
Wheel Removal •
Refer to Fig. 0-2.

a.
Carefully
pry the rubber horn cap from the housing slot.
b.
Remove steering shaft nut.

c.
Remove steering wheel and spring.

0-22.
STEERING GEAR SERVICE

Note:
The steering gear can be adjusted when the
gear is mounted in the vehicle by first disconnecting
the drag
link
from the steering arm. Refer to Par.
Q-5.
0-23.
Removal
of
Steering Gear
•
F4-Engine.

a.
Remove the directional signal unit from the steering column.

b.
Remove the steering column bracket attached
at the instrument panel.

c.
Remove upper section of the floor pan.

d.
Disconnect shift rods from the shift levers at
lower end of the steering column if applicable.

e.
Disconnect the horn wire at lower end of steer­
ing
gear assembly.

f.
Remove steering gear arm from the steering gear assembly.

g.
Remove
bolts
attaching the steering gear hous­
ing
to the frame.

h.
Remove the steering gear assembly by bringing

it
up through the floor pan opening.

•
V6 Engine.

a.
Remove oil pan
skid
plate.

b.
Remove
left
exhaust pipe.

c.
Disconnect connecting rod (drag
link)
from
steering gear arm.

d.
Disconnect steering gear assembly from frame.

e.
Remove steering wheel from steering column.
f. Disconnect accelerator linkage.
g.
Remove upper floor pan assembly.
h.
Disconnect directional signal switch.
i.
Jack-up
vehicle, and remove steering gear and
320

p
BRAKES

13264

FIG- P-2—DOUBLE
SAFETY BRAKE
MASTER
CYLINDER
With
the Double-Safety brake system type master

cylinder,
failure
in one part of the brake system

does
not result in
failure
of the entire hydraulic
brake system. Failure in the
front
brake system
will

leave the rear brake system
still
operative or
failure
in
the rear system
will
leave the
front
brake system

operative.

A
double hydraulic
cylinder
with
two outlets, two
residual
check valves, two
fluid
reservoirs, and

two
hydraulic pistons (a
primary
and secondary)
are operated in tandem by a single hydraulic push
rod.
The
primary
outlet is connected to the
front

brakes
with
the secondary outlet connected to the rear brakes.

With
the master
cylinder
fluid
reservoirs
filled
and the
front
and rear brake system
bled,
there is a
solid
column
of
fluid
on the
forward
side of both the

primary
and the secondary pistons.

Upon
application
of the brakes, through movement

of
the brake pedal,
fluid
is displaced by the pistons

into
the wheel cylinders to activate both
front
and
rear brakes.
Upon
release
of the brakes,
fluid
re­
turns
from
the rear wheel cylinders through the secondary residual check valve to the secondary

portion
of the master
cylinder
bore.
Fluid
also
returns
from
the
front
wheel cylinders through the

primary
residual check valve to the
primary

portion
of the master
cylinder
bore.

P-3.
Parking
Brakes
— DJ-5, DJ-6

a.
The parking brake is operated by a T-handle

lever
mounted to the
left
of the steering
column
and
suspended
from
the instrument panel. When
the brake lever is
pulled
outward, tension is exerted
on
the parking brake cable leading to the brake.
The
amount of brake
grip
depends
on the number

of
notches the lever is
pulled
out. To set the park­
ing
brake,
pull
out on the parking brake
control
T-handle.
To
release
the brake,
turn
the handle

slightly
and push it
forward.

0

FIG.
P-3—PARKING
BRAKE LINKAGE
—
DJ-5,
DJ-6
1—
Cable
and
Conduit
(Front)
7—Retracting
Spring
Link
13—Brake
Lever
Bracket

2—
Clip
8—Nut
14—Clevis
Pin

3—
Grommet
9—Nut
15—Cotter
Pin
4—
Hand
Brake
Handle
Assembly
10—Equalizer
16—Clevis
Pin

5—
Cable
and
Conduit
(Rear)
11—Adjusting
Rod
17—Cotter
Pin
6—
Retracting
Spring
12—Hand
Brake
Lever
324

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

P
lengthening of the brake master cylinder eye bolt.

This
is
done
so the primary cup
will
clear the by­
pass port when the piston is in the off position,
otherwise the compensating action of the master

cylinder
for expansion and contraction of the fluid
in
the system, due to temperature changes,
will

be destroyed and cause the brakes to drag.

Note:
Some older 'Jeep' vehicles may
develop
side

movement
of the clutch and brake pedals resulting
from wear of the pedals, shafts, and bushings. One
way to
compensate
for this wear is to install a pedal

slack
adjuster kit,
Part
No.
921936.
FIG.
P-6—HAND
BRAKE
ADJUSTMENT

P-10.
Hand Brake

On
Model DJ-5 and DJ-6 vehicles the rear brake

shoes
are operated through cables and conduits to
form the hand or parking brake. A brake cable
equalizer and adjusting rod, Fig. P-6, is located directly back of the frame center cross member.

P-11.
Parking Brake Adjustment

•
Model DJ-5, DJ-6.

The
foot
brakes must be satisfactorily adjusted be­
fore attempting adjustment of the hand brake.

To
adjust the hand brake raise both rear
wheels

free of the floor.
Pull
up three
notches
on the hand

brake
lever and tighten the adjustment until the

rear
brakes drag slightly. Release the hand brake
lever and check the rear
wheels
for drag. The

wheels
must turn freely with the lever released.

P-12.
Transmission Brake Adjustment
The
transmission brake is located on the propeller
shaft at the rear of the transfer case, see Fig. P-4.
The
brake is operated by a cable connection from
the brake handle mounted on the instrument panel.

To
adjust the transmission brake, the following

sequence
should be followed:
Make
sure that the brake handle on the instrument
panel is fully released. Give due attention to the
cable and operating linkage to see that
they
do
not bind. If necessary free up the cable and
lubri­
cate it. Rotate the brake drum until one pair of the
three
sets
of
holes
are over the
shoe
adjusting screw

wheels
in the brake. Use the
edge
of the
holes
in
the brake drum as a fulcrum for suitable adjusting

tool
or a screwdriver, rotate each notched adjusting
screw by moving the handle of the
tool
away from
the center of the drive shaft until the
shoes
are
snug in the drum.
Back
off seven
notches
on the
adjusting screw
wheels
to secure proper running clearance
between
the
shoes
and the drum. Refer
to Fig. P-8.

P-13.
Relining Transmission Brake
Note:
The condition of the brake lining on the
transmission brake can be visually checked through
the adjusting
holes
in the brake drum.
FIG.
P-7—REMOVING
TRANSMISSION

BRAKE
DRUM

1— Tool W-172
2—
Adapter

3—
Brake
Drum
a.
To reline the brake
shoes
and make a major ad­
justment, first remove the four universal joint at­ taching nuts and lower the propeller shaft. Remove
the retracting spring clevis pin and the spring clip.
Remove the hug lock nut, the nut and washer from
the transfer case output shaft. Both the universal
joint companion
flange
and the brake drum may be readily removed by using puller Tool No. W-172

which
is illustrated in Fig. P-7. Remove the two

brake
shoe
retracting springs and the
shoes.

b. Clean all parts with a suitable cleaning solution

and
examine them for damage or wear.

Brake
shoes
may be distorted by improper lining
installation and the lining should be ground true
after installation on the
shoes.
For this reason it
is recommended that new or replacement
shoe
and
lining assemblies be installed.
c. To reassemble, first turn both adjusting screw

wheels
away from the center to "all off" position.
Place a light film of grease on the brake actuating

cam
and install the
shoes.
Install the black
shoe
re­

turn
spring next to the cam and the yellow spring next to the notch adjusting wheel screw. Place the
brake
drum and universal joint
flange
in position

and
install the transfer case output shaft washer,
nut and hug lock nut. 327

p

BRAKES

PIG.
P-8—TRANSMISSION
BRAKE
ADJUSTMENT
1—
Bail
Nut

2— s,6"
12,38 mm.I
Clearance

3—
Adjusting
Screw
d.
Rotate the
drum
until
one pair of holes in the

drum
are opposite the two adjusting screw wheels

in
the brakes. Use the
edge
of the holes as a

fulcrum
and
with
a suitable
tool
or screwdriver for

adjusting,
rotate the adjusting screw wheels,
mov­
ing
the handle of the
tool
away
from
the
drum
until

the
shoes
are snug in the
drum.

e.
Examine the brake operating cable to be
sure
that
it is not
worn
or damaged. Free it up thorough­

ly
and lubricate
it.
Make
sure
the operating handle

on
the instrument panel is
fully
released.
Adjust
the clevis on the brake end of the operating cable

until
the clevis pin
will
just go through the hole

in
the clevis and brake operating lever
without

slack
in the cable.
Tighten
the clevis
lock
nut.

f.
After
the cable is connected back off seven
notches on each adjusting screw wheel
which
will
give
the proper
running
clearance between the

lining
and the
drum.

g.
Reconnect the propeller shaft.
Install
retracting
spring
clip,
clevis pin and the cotter pin, also, in­

stall
the retracting spring
link
and spring.
h. The
position
of the brake operating lever, Fig.
P-8, must be correctly set. The
position
of this
lever
is determined by the adjustment of the cam or
brake operating
link,
which
spreads
the two
shoes.
The
operating
link
is adjusted by
means
of the

special
ball
nut to set the operating lever
with

[2,38
mm.] clearance between the closest
point

of
the lever and the brake backing plate.

i.
The
position
of
this
lever should be checked when

making
a major adjustment or when
relining
the
brakes and
if
found
incorrect readjust it to give this
clearance before adjusting the brake cable
clevis.

P-14.
Self-Adjusting
Wheel
Brake
Units
Self-adjusting
brakes are standard equipment on

all
late production
'Jeep'
vehicles.
The
wheel brake units consist of a support plate,

two
brake
shoes,
brake
shoe
return springs, self-

adjusting
operating parts, and a wheel
cylinder.
The
automatic adjuster continuously maintains

correct
operating clearance between the brake
lin­
ings
and the drums by adjusting the brakes
in
small

increments in direct
proportion
to
lining
wear. This
continuous
adjustment prevents gradual increase

in
the brake pedal
travel
as the
linings
wear. The
adjuster, therefore,
adds
the safety feature of
main­
taining
adequate
pedal reserve
during
the service

life
of the
lining.

After
the
lining
wears enough to require adjust­ment, the adjusting cable or
link
will lift
the lever

into
engagement
with
the next
tooth
of the
star

wheel
when the brake is applied. When the brake
is
released, the
shoes
return to the anchor. The
self-adjuster
utilizes
the movement of the brake

shoes
in a brake application to
actuate
the adjuster
lever.

This
action
will
repeat
on
subsequent
brake applica­

tions,
if
necessary,
until
the
shoe
to
lining
clearance
is
reduced to a
point
where the
shoe
movement

is
not enough to
cause
the cable to
lift
the lever

to
the next
tooth.

The
adjusting lever, adjusting screw assembly,

linkage
rods and lever crank parts are
left
hand
or
right
hand parts, NOT interchangeable, and
MUST
be kept
separated.

The
automatic adjuster on the brake system con­

sists
of an adjusting screw assembly, adjusting

lever,
two adjusting
links,
and a lever crank, (Fig.
P-10).

Note:
It is not
necessary
to remove the rear axle
shaft hubs to
perform
minor
brake service.

When
replacement of
oil
seals
is also required, hubs must be removed.

On
vehicles equipped
with
self-adjusting brake
assemblies, self-adjustment of the
front
wheel brakes
takes
place
during
reverse wheel brake ap­

plication
and the rear wheel brake adjustment
takes

place
during
forward
vehicle brake application.
P-15.
Relining
Wheel
Brakes

a.
When
necessary
to reline the brakes, the vehicle
should
be raised so that all
four
wheels are free.

b.
Turn
the brake
shoe
star
adjustment all the

way
in. Refer to Fig. P-12.

c.
Remove the wheels, hubs and drums,
which
will

give
access
to the brake
shoes
(Fig.
P-10, P-11).

d.
Install
Wheel
Cylinder
Clamps C-416 to re­
tain
the wheel
cylinder
pistons in place and prevent leakage of brake
fluid
while
replacing the
shoes.

P-16.
Brake
Shoe
Removal
•
Removing the Front Brake
Shoes.

•
Refer to Fig. P-10.

a.
Using
Tool
C-3785
or equivalent remove the
upper linkage rod and brake
shoe
return springs.
b.
Remove the brake
shoe
retainer, spring and pins.
c. Remove the anchor pin plate.
d.
Remove the
primary
and secondary brake
shoe

assembly
from
the support.

e.
Overlap the anchor
ends
of the
primary
and
secondary brake
shoes
and remove the adjusting
screw, adjuster lever,
lower
return spring, and
linkage
rods. 328

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

T
BODY

Contents

SUBJECT
PAR.

Brake
and
Clutch
Pedal Pads T-7

Canvas
Tops T-5
Care
of
Fabric
Tops. : T-6

Front
Seat Adjustment. . . T-8
Passenger Seat Safety
Catch
. .T-9
Windshield
T-2, T-3

Windshield
Glass and Weatherstrip T-4

T-1.
GENERAL
The
body
is of
all
steel construction with mountings
that provide a secure attachment to the frame.

All
major panels are of No. 18
gauge
steel. All
open

edges
of the panels are turned under, reinforced

and
flanged to provide strength. These panels are reinforced with
"U"
sections
and welded. All com­

ponent
panels are seamed and welded
together.
The
body
is insulated from the frame with insulator shims placed
between
the
body
and frame and
held in position by the
body
bolts.

The
instruments and controls, mounted on the
instrument panel are within clear view and easy
to reach.

Note:
A new floor pan cover plate has
been

released on late CJ-5 and CJ-6 models, that is
identified by a stamped oval-shaped bubble or
relief, located to the right of the accelerator treadle.
FIG.
T-l—MODEL CJ-3B BODY
1—
Rear
Passenger Seat 8—Front Passenger Seat

2—
Left
Side
Panel
9—Right Side
Panel

3—
Driver's
Seat 10—Spare Wheel
Bracket

4—
Rear
View
Mirror
11—Right
Tail
Gate
Chain

5—
Windshield
12—Tail
Gate

6—
Cowl
13—Left
Tail
Gate
Chain
7— Step
351

BODY

10728

FIG.
T-2—WINDSHIELD
—
CJ-3B

1—
Windshield
Assembly
2—
Filler
Strip

3—
Weatherstrip 4—
Windshield
Glas3

5—
Screw

6—
Clamp
7—
Screw
and Lockwasher
8—
Screw
r
9— —Weatherstrip

Floor
pan
noise
on early CJ-5 and CJ-6
models
may be corrected by installing the new floor pans.
T-2.
Windshield

•
Model
CJ-3B
The
entire windshield and frame assembly may be
lowered down on top of the hood.
This
is accom­ plished by unlatching the retaining catches mount­
ed on the cowl
above
the instrument panel. When lowered do not
fail
to strap it down with the strap provided which is mounted at the top of the

radiator
guard.

A
stationary
type
windshield is used on all vehicles
equipped with
soft
or canvas
tops.
A hinged ven­ tilator mounted in the center of the panel directly
under the
glass
is provided for ventilation. The

glass
is installed in the same manner as on Models
CJ-5,
and
CJ-6.

Vehicles equipped with metal enclosure employ a
stationary windshield which is the same as that used with the canvas top
except
that it has a higher

silhouette
and is wider.
Glass
installation is the same as
CJ-5,
CJ-5
A, CJ-6,
and
CJ-6
A.

T-3.
Windshield
»
Model
CJ-5, CJ-5A, CJ-6, CJ-6A,
DJ-5, DJ-6

The
windshield and frame may be lowered to the

hood
by unlatching the two clamps at each side
of the windshield. When in the lowered position, always secure the windshield by passing the strap
at the top of the windshield through the
loop
on the
hood
and drawing the strap up firmly.
To
remove the windshield from the
body
on early
models, first,
pull
the windshield wiper vacuum
hose
352