1953 JEEP DJ oil type

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

D
D-l 13. HURRICANE
F4
ENGINE SPECIFICATIONS
(Continued)

MODEL:

VALVE
SYSTEM:
(Continued) Timing: Intake:
Opens Closes
Duration
Exhaust: Opens
Closes Duration
Valve Opening Overlap
Valves: Intake: Material
Length Over All. Head Diameter.
.........

Angle
of Seat.
Stem
Diameter
Stem-to-Guide
Clearance..

Lift

Exhaust: Material
Length Over All Head Diameter

Angle
of
Seat Seat
Insert Material

Stem
Diameter

Stem-to-Guide
Clearance..
Lift

Springs: Intake:
Free
Length Standard: Pressure % Length: Valve Closed........
Valve Open
Service Minimum: Pressure @ Length: Valve Closed Valve Open
Exhaust:
Free
Length Pressure @ Length: Standard: Valve Closed
Valve Open
Service Minimum: Valve Closed. Valve Open

LUBRICATION SYSTEM:
Type of Lubrication:

Main
Bearings Connecting Rods
Piston Pins Camshaft Bearings
Tappets
Timing Gears.'.
Cylinder
Walls

Oil
Pump: Type Drive
Minimum
Safe
Oil Pressure:
At
Idle
At
2000
rpm. (35 mph.)..
Relief Valve Opens Normal Oil Pressure

Oil
Pressure
Sending
Unit

Oil
Intake
Oil
Filter
System
ENGLISH
9°
BTC

50°
ABC
239°

47°
BBC 12* ATC
239°
21°
SAE
5150
4.781"
2*

46°

.3733"
to
.3738"
.0007"
to
.0022'
.260"
Uniloy 21-12
5.909"
1.47"

46°

Eatonite EMS 58 .371" to .372"

.0025"
to
.0045'

.351"
1.97"
73 lb. @ 1.66"
153 lb. @ 1.40* 66 lb.
140 lb. 1.66*

)
1.40" 53 lb. (
120 lb.
2.109"

\
1.750*

47 lb. @2W
110 lb. @ l%*
Pressure
Pressure Splash
Pressure
Splash

Nozzle
Nozzle

Internal
Rotor
Camshaft
Gear

6 psi.
20 psi.
40 psi.
35 psi. @
2000
rpm.
Electric

Floating

Partial
Flow
METRIC

12,14 cm. 5,08 cm.
9,481 a
9,494
mm.

0,0178
a
0,0559
mm.
6,604
mm.

15,008
cm.
3,733
cm.

9,423
a
9,449
mm.

0,0635
a
0,1143
mm. 8,915 mm.

5,003
cm.
33,1 kg.
(i(<
4,216 cm.
69,4 kg. (a.
3,556
cm.
29,9 kg. (d 4,216 cm.
63,5 kg. ((i
3,556
cm.

6,350
cm.
24 kg. (a
5,356
cm.
54,3 kg. (a
4,445
cm.
21,3 kg. (n 5,
356cm.

49,9 kg. («
4,445
cm.
0,4 kg-cm2 1,4 kg-cm2
2,8 kg-cm2
2,4 kg-cm2 @
2000
rpm. 73

Dl

DAUNTLESS
V-6
ENGINE
DM.
GENERAL

This
section describes service and repair of the
Dauntless V-6 engine. The
engine
code
number shown in
Fig.
A-4 is provided to identify the Daunt­

less
V6-225 engine. The meaning of the coded letters and numbers that are stamped on the right front face of the crankcase, just below the rocker
arm
cover,
between
exhaust manifold ports, is given
below.
Letter
to
Designate
Market

M
—
Military
E
—
Export

D
— Domestic
Letter
to
Designate
Year
Built

N
— 1967
P
— 1968

R
— 1969
S
— 1970

T
— 1971

Letter
to Designate
Engine
and Compression
Ratio

H—V6-225
9.0 to 1
C.R.
(2 Bbl.
Carb.)
Y—V6-225
9.0 to 1
C.R.
Marine
(Low
Profile)
(2
Bbl.Carb.)
Z—V6-225
9.0 to 1
C.R.
Marine
(High
Profile)
(2 Bbl.
Carb.)

K—V6-225
7.6 to 1
C.R.
(2 Bbl.
Carb.)
L—V6-225
7.4 to 1
C.R.
(2 Bbl.
Carb.)

Market

Domestic
—

Year
"1967"
Engine
J

Day

Plus Chg. If
Any-
Service Engine "S"
Short
Block
"R" -Oversize Bores "B"
Undersize Crank

&
"A"

Rod
Bearings

The
identifying letter or letters follow the
engine
letters are decoded as follows:
A—.010"
Undersize
Main
and Connecting Rod
Bearings

B—.010"
Oversize Pistons

AB—Combination
of A and B
S—Service
Engine

R—Short
Block

All
disassembly and assembly procedures are pre­ sented in logical order, assuming a complete
engine

overhaul
with
engine
removed from the vehicle.

However,
many of
these
procedures can also be
performed as on-vehicle services if vehicle or
engine
components are removed to gain access to parts
involved.

Note:
Some
engines
are equipped with an exhaust
emission control system. Service information on
the components of this system is given in sec­ tion F2.

Dl-2.
ENGINE
DESCRIPTION

The
Dauntless V-6
engine
has a displacement of
225 cubic inches. It has a compression ratio of
9.0 to 1, which permits use of regular-grade
gaso­

line.
See
Figs.
Dl-1 and Dl-2.

The
cylinder block is made of cast
iron.
Two banks
of cylinders (three cylinders per bank) are cast at a
90-degree
angle. The lower part of the cylinder-

block
extends
below the centerline of the
crank­
shaft, forming a continuous flat surface with the

rear
crankshaft main bearing cap and the timing

chain
cover.
This
design allows installation of an
oil
pan with a
one-piece
gasket. The cylinders in
the left bank (as viewed from the driver's seat) are
numbered
1-3-5,
from front to
rear.
The cylinders

in
the right bank are numbered
2-4-6,
from front
to
rear.

The
crankshaft is supported in the cylinder block
by four steel-backed full-precision bearings, all of

which
have an identical diameter.
Crankshaft
main bearings are numbered 1 to 4, front to
rear.
The

thrust
bearing is flanged to maintain crankshaft position and to compensate against crankshaft end

thrust
The No. 2 bearing is the thrust bearing.

The
crankshaft is counterbalanced by weights,
which
are cast integral with the
crank
cheeks. The

weights
are shaped to a contour which
gives
mini­
mum
clearance with cylinder barrels and piston

skirts
to conserve space.

Connecting
rods have I-beam sections with
bosses

on each side. Metal is removed, as required, to secure correct weight and balance. The lower end
of each connecting rod has a steel-backed preci­
sion bearing. The piston pin is a press fit into the upper end. The outer ends of the piston pin

are
a slide fit in the piston
bosses.

The
full-skirted, aluminum alloy pistons are cam ground and tin plated. Two compression rings and
one oil control ring are installed above the piston
pin.
The cast iron compression rings in the two

upper
grooves
of the piston have a
groove
or bevel cut around the inner
edge
on one side. The
top compression ring is installed with this
groove
or
bevel up. The lower compression ring is installed

with
bevel down. The oil
ring,
in the lower groove,
consists of two thin steel
rails
separated by a

spacer.
It is backed by a hump-type spring-steel
expander.

V-6
engine
cylinder heads are made of cast
iron.

Their
valve
guides
are cast integrally. Right and left cylinder heads are identical and interchange­
able. In service, however, it is
good
practice to
install
the cylinder heads on the side from which
they were removed.

The
valves are in line in each head, at an angle
10°
above the centerline of the cylinder bores.

Each
valve has a spring strong enough to ensure
positive valve seating throughout the operating speed range of the engine. The valve rocker arm
mechanism is protected by a
sheet
metal cover.
This
cover is seated on a raised surface of the
cylinder
head. It is gasketed to prevent oil leaks.

The
rocker arms for each bank of cylinders are mounted on a tubular steel shaft, supported on
the cylinder head by brackets. The rocker arms
are
made of aluminum. They have inserts at the

push
rod socket and the valve stem contact face.

The
camshaft is located above the crankshaft be­
tween the two cylinder banks; it is supported in
four steel-backed babbitt-metal bearings. The cam­ shaft is driven at one-half crankshaft speed by
sprockets and a single outside-guide type chain.

Hydraulic
valve lifters and
one-piece
push rods operate overhead rocker arms and valves of both

banks
of cylinders from a single camshaft.
This

system requires no lash adjustment during assem­
bly
or in service.

In
addition to its normal function of a cam follower,
each hydraulic valve lifter also serves as an auto- 76

'Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

Dl

12710

FIG.
D1
-3—HYDRAULIC VALVE
LIFTER
ASSEMBLY, CROSS-SECTIONAL VIEW
1—
Snap
Ring
6—Ball Retainer

2— Rod
Seat
7—Plunger Spring

3—
Oil
Inlets
8—Lifter
Body

4—
Plunger
9—Bronzed
Cap
5— Feed
Hole
sages
in the block and cylinder head.

The
water cooled system is pressurized to provide efficient
engine
cooling. It consists of a centrifugal-
type water pump, mounted on the timing chain cover, and is driven by the
engine
fan pulley. The
pump provides coolant flow equally to both
cylin­
der banks under control of a thermostat. Coolant
flow is around the cylinders and through the
cylinder
head to dispel the heat of combustion in
the engine.

Dl-3.
Engine Mounts

The
engine-transmission unit is mounted to the chassis at three points by rubber pads. The two
front mounts are bolted to the
engine
cylinder
block and the frame members. These mounts sup­ port most of the
engine
weight, and absorb
vibra­

tion which would otherwise be caused by changes
in
engine
output torque. The single
rear
mount is
placed
between
the transmission and the trans­ mission support. It supports part of the engine'

and
transmission weight, and locates the
rear
of
the
engine
with respect to the centerline of the
vehicle.

Dl-4. ENGINE REMOVAL
To
remove the
engine
from the vehicle follow the
procedurers listed below:

a.
Remove hood. b. Disconnect battery cables from battery and
engine. c. Remove air cleaner.

d.
Drain
coolant from radiator and engine.
e.
Drain
engine
oil.
f. Disconnect alternator wiring harness from con­ nector at regulator.

cj.
Disconnect the fuel evaporative purge line con­ nected to the
P.C.V.
valve.

h.
Disconnect upper and lower radiator
hoses
from
the engine.

i.
Remove right and left radiator support
bars,

j.
Remove radiator from the vehicle.

k.
Disconnect
engine
wiring harnesses from con­
nectors located on
engine
firewall.
I.
On
engines
equipped with exhaust emission con­

trol,
remove the air pump, air distribution manifold,

and
anti-backfire (gulp) valve. See Section F2 for
procedure.

m.
Disconnect battery cable and wiring from en­

gine
starter assembly.

n.
Remove
engine
starter assembly from engine,

o.
Disconnect
engine
fuel
hoses
from fuel lines at

right
frame
rail,
p. Plug fuel lines.

q.
Disconnect choke cable from carburetor and cable support bracket mounted on engine,
r.
Disconnect exhaust pipes from right and left

engine
manifolds.
s. Place
jack
under transmission and support trans­
mission weight.
f. Remove
bolts
securing
engine
to front motor mounts.

u.
Attach suitable sling to
engine
lifting
eyes
and,
using hoist, support
engine
weight.
v. Remove
bolts
securing
engine
to flywheel housing.
w. Raise
engine
slightly and slide
engine
forward
to remove transmission main shaft from clutch plate spline.

Note:
Engine and transmission must be raised
slightly to release the main shaft from the clutch
plate while sliding the
engine
forward.
x. When
engine
is free of transmission shaft raise

engine
and remove from vehicle,
y. Place
engine
on suitable blocking or
engine
stand and remove sling from engine.

Dl-5.
ENGINE DISASSEMBLY

Engine
disassembly is presented in the sequence to be followed when the
engine
is to be completely
overhauled after removal from the vehicle. Some of the operations of the procedure are also appli­cable separately with the
engine
in the vehicle,
provided that wherever necessary the part of the
engine
to be worked on is first made accessible by removal of
engine
accessories or other parts.

When
the disassembly operations are performed
with
the
engine
out of the vehicle, it is assumed,
in
this procedure, that all of the accessories have
been removed
prior
to starting the disassembly and
the oil has been drained.

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

Dl

12713

FIG.
Dl-11—MEASURING
TELESCOPE GAUGE
1—
Telescope
Gauge
2—
Micrometer

may
be measured with an inside micrometer or
by setting the cylinder
gauge
dial
at zero and meas­
uring
across the
gauge
contact points with an out­side micrometer while the
gauge
is at same zero
setting. Refer to
Figs.
Dl-10 and Dl-11.

b.
If a cylinder bore is moderately rough or slightly

scored,
but is not out-of-round or tapered, it is

usually
possible to remedy the situation by honing
the bore to fit a standard service piston, since
standard
service pistons are high-limit production
pistons. If cylinder bore is very rough or deeply
scored,
it may be necessary to rebore the cylinder
to fit an oversize piston in order to ensure satisfac­
tory
results.

c.
If cylinder bore is tapered .005" [0,127 mm.]

or
more or is out-of-round .003" [0,076 mm.] or

more,
it is advisable to rebore for the smallest possible oversize piston and rings.

d.
Carefully
inspect the cylinder block for small

cracks
or fractures, and for porosity.
Rust
in any
cylinder
bore may indicate a leak.

e.
Inspect all machined surfaces for scoring and

burrs.
With
a straight
edge
and feeler
gauge,
check
each
machined surface for distortion.

D1-37.
Cylinder Block Repair
If
one or more cylinder bores are rough, scored, or

worn
beyond prescribed limits, it
will
be necessary
to correct bores and fit new pistons.

If
relatively few bores require correction, it
will

not be necessary to rebore all cylinders to the same
oversize in order to maintain
engine
balance, since
all
oversize pistons are held to the same weights as

standard-size
pistons. If conditions justify replace­
ment of all pistons, however, all new pistons should
be the same nominal size.

Standard-size
service pistons are high-limit, or

maximum
diameter; therefore, they can usually be installed after a slight amount of honing has
been
done
to correct slight scoring or excessive

clearances.
This
applies
primarily
to
engines
which
have relatively low mileage. Service pistons are also furnished in .010"
[0,254
mm.] oversize. All

service
pistons are diamond bored, and selectively
fitted with piston pins; pistons are not furnished
without pins.

Caution:
Do not attempt to cut down oversize pis­

tons
to fit cylinder bores as this
will
destroy the

surface
treatment and affect the weight. The small­
est possible oversize service pistons should be used

and
the cylinder bores should be honed to size

for
proper clearance.

Before
honing or reboring cylinders, measure all new pistons with a micrometer, on an axis perpen­

dicular
to the piston pin. Select the smallest piston

for
the first fitting. The slight variation usually
found between pistons in a set may provide for
correction
in case the first piston tried is too

small.

If
wear at top of cylinder
does
not exceed .005" [0,127 mm.]
excess
diameter, or exceed .003"
[0,076 mm.] out-of-round, honing is recommended.

If
wear or out-of-round
exceeds
these
limits, the
bore should be reground with a boring bar of the

fly
cutter type, then finish-honed.

When
reboring cylinders, all crankshaft bearing caps must be in place and tightened to proper
torque to avoid distortion of bores in
final
assem­
bly.
Always be sure the crankshaft is out of the

way
of the boring cutter when boring each cylinder.
When
boring, leave the diameter .001" [0,025 mm.]

undersize,
then finish hone to obtain the required

clearance.

When
honing cylinders, use clean sharp
stones
of
proper
grade for the amount of metal to be re­
moved. Refer to instructions supplied by the hone
manufacturer.
Dull
or dirty
stones
cut unevenly

and
generate excessive heat. When using coarse

or
medium grade
stones,
leave sufficient metal so
that all
stone
marks can be removed with the fine
stones
used to finish-hone to proper clearance.

When
finish-honing, pass the hone through the entire length of cylinder at a rate of approximately 60 cycles per minute.
This
should produce the

desired
45-degree
cross hatch pattern on cylinder

walls.
A proper pattern
will
ensure maximum
ring
life and minimum oil consumption.

After
final
honing and before the piston is checked

for
fit, each cylinder bore must be washed thor­ oughly to remove all traces of abrasive, then dried completely. The dry bore should be brushed clean

with
a power-driven fibre
brush.
If all traces of

abrasive
are not removed,
rapid
wear of new pistons

and
rings
will
result.

Note:
Wipe cylinder bores with a clean white

cloth,
moistened with SAE 10 oil. Cleaning should
continue until this
test
shows no sign of
dirt.

It
is of the greatest importance that refinished

cylinder
bores be true, with .0005" [0,013 mm.]
or
less out-of-round or taper.
Each
bore must have

a
smooth surface, without
stone
or cutter
marks.
After
final
honing and cleaning, each piston must be fitted individually to the bore in which it
will

be installed. Once fitted, each piston should be
marked
with its cylinder number to assure correct

installation.
85

Dl

DAUNTLESS
V-6
ENGINE
Dl-38.
Crankshaft
Cleaning

Clean
the crankshaft thoroughly with a suitable
cleaning solvent.
Clean
drilled oil
passages
in its

journals
with a small rifle brush to remove all
sludge
or gum deposits; dry
passages
with com­
pressed air.

Dl-39.
Crankshaft
Inspection
and
Repair

If
the crankshaft has not
been
removed from the

cylinder
block for inspection, disconnect two con­ necting rods at a time from crankshaft. Inspect
the bearings and crankpin journals. While turning
crankshaft,
it is necessary to temporarily reconnect
the rods to crankshaft to avoid possibility of dam­ aging the journals through contact with uncon­
nected rods.
Inspect the crankpins visually for excessive or ir­

regular
wear, and for scoring. Use an
outside
micrometer to check crankpins for out-of-round.
Standard
crankpin
diameter is
2.0000"
[5,080
cm.].

If
crankpins are more than .0015"
[0,0381
mm.]
out-of-round, new bearings cannot be
expected
to
have satisfactory life.
If
the crankshaft has
been
removed from the
cyl­

inder
block for inspection support it on V-blocks
at its main bearing journals 1 and 4. Inspect the

main
bearing journals visually for excessive or ir­

regular
wear, and for scoring. Standard main bear­
ing
journal
diameter is 2.4995"
[6,349
cm.].
Total

indicator readings at each
journal
should not ex­
ceed .003"
[0,076
mm.].

Check
run out at all four journals and
note
high
spot
(maximum eccentricity) of each
journal.
High

spot
of each
journal
should
come
at the same
angular
location. If high
spots
do not coincide,

crankshaft
is misaligned and unsatisfactory for
service.

If
crankpin or main bearing journals are scored,
ridged, or out-of-round, the crankshaft must be replaced or reground to a standard undersize bear­
ing diameter to ensure satisfactory life of bearings. Slight roughness can be removed with a fine grit
polishing cloth thoroughly
wetted
with
engine
oil.
Burrs
can
be
honed with a fine oil
stone,
so long as
bearing clearances
will
remain within specified
limits.

Dl-40.
Crankshaft
Main
Bearings

A
crankshaft bearing consists of two halves which
are
neither alike nor interchangeable. One half is

carried
in the corresponding main bearing cap; the
other half is located
between
the crankshaft and

cylinder
block. The upper (cylinder block) half
of the bearing is grooved to supply oil to the con­ necting rod bearings, while the lower (bearing cap)

half
of the bearing is not grooved. The two bearing
halves must not be interchanged. All crankshaft
bearings
except
the thrust bearing and the
rear

main
bearing are identical. The thrust bearing (No. 2) is longer and it is flanged to take
crank­

shaft end thrust. When the bearing halves are
placed in cylinder block and bearing cap, the
ends
extend slightly beyond the parting surfaces. When
cap
bolts
are tightened, the halves are clamped
tightly in place to ensure positive seating and to
prevent turning. The
ends
of bearing halves must never be filed flush with parting surface of
crank­

case or bearing cap.

Crankshaft
bearings are the precision type which
do not require reaming to size or other fitting.
Shims
are not provided for adjustment since worn
bearings are readily replaced with new bearings of proper size. Bearings for service replacement are

furnished
in standard size and undersizes. Under no circumstances should crankshaft bearing caps
be filed to adjust for wear in old bearings.

Dl-41.
Crankshaft
Main
Bearing
Cleaning
and
Inspection

Clean
main bearing surfaces. Inspect the bearings

visually
for excessive or uneven wear, scoring, and

flaking.
Visibly worn or damaged bearings must
be replaced. It is necessary to check
radial
clear­ ance of each new or used crankshaft main bearing
before installation.
This
can be
done
by either of two methods, which are described in
Pars.
Dl-42

and
Dl-43.

a.
The desired
radial
clearance of a new bearing
is .0005" to .0021"
[0,0127
a
0,0534
mm.].
b. Replacement bearings are furnished in standard
size, and in several undersizes, including undersizes
for reground journals. If a new bearing is to be installed, try a standard size; then try each under­
size in turn until one is found that
meets
the
specified clearance limits.

Note:
Each
undersize bearing half has a number
stamped on its outer surface to indicate amount of undersize. Refer to Fig. Dl-12. 14288

FIG.
Dl-12—LOCATION
OF
UNDERSIZE
MARK
ON
BEARING
SHELL

1—
Tang

2—
Undersize
Mark
Dl-42.
Main
Bearing
Fitting,
Plastigage

Bearing
clearance can be checked by use of Plasti­
gage,
Type PG-1 (green) which has a range of
.001" to .003" [0,025 a
0,076
mm.]. Refer to

Fig.
Dl-13.

a.
Place a piece of Plastigage lengthwise along the
bottom
center of the lower bearing half, then 86

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

Dl

12712

FIG.
D1-20—REMOVING
PLUNGER
FROM
VALVE
LIFTER
BODY
1— Body 3—Support Tool
2—
Plunger
4—Wood Block the cleaning solvent. Wipe all parts, as necessary,
to dry them and remove any traces of varnish.

Note:
To promote cleanliness, it is advisable to
inspect and assemble each valve lifter before clean­
ing the next valve lifter.
g. Inspect inner and outer surfaces of valve lifter
body for blow
holes
and scoring. Replace valve lifter assembly if body is roughly scored or grooved,

or
if it has a wall blow
hole
which would permit oil
leakage from lower chamber. The prominent wear
pattern just above lower end of body is not a
defect

unless it is definitely grooved or scored; it is caused
by side thrust of cam against body while the lifter

moves
vertically in its guide. A valve lifter body
which
has rotated in its guide
will
have a horizontal

wear
pattern, while a non-rotating body
will
have
a
square wear pattern with a very slight depression

near
the center. Inspect the cam contact surface on lower end of lifter body. Replace the valve lifter
assembly if this surface is excessively worn, galled

or
otherwise damaged.

Note:
Fig. Dl-21 illustrates the wear pattern of the
rotating and non-rotating valve lifters. The two
illustrations shown under B, "Normal Wear Pat­

terns"
are the conditions encountered under general
use and replacement is not warranted unless the depth of the
groove
formed by the cam
lobe
is in

excess
of .020" [0,51 mm.] or the lifters do not
operate properly. The two illustrations shown under

A,
"Incorrect Wear Patterns" are normally accom­ panied by excessive wear or scoring of the respec­
tive camshaft lobe.
This
type of wear is unsatis­
factory and lifter replacement is necessary.

h.
Inspect outer surface of plunger for scratches

or
score marks.
Small
score marks with rough
satiny finish
will
cause the plunger to seize when 12751

FIG.
D1-21—HYDRAULIC
VALVE
LIFTER
WEAR PATTERNS
A—Incorrect
Wear Patterns B—Normal Wear Patterns
1—
Galled
and Pitted 3—Wear .020" Maximum
2— Soft 4—Rotating
5—Non-Rotating
hot but operate normally when cool. Using a magni­
fying glass, inspect the check ball seat for defects.
Defects in check ball seat, or scores or scratches on
outer surface of plunger which can be felt with

a
fingernail, are reason to replace the valve lifter
assembly.
This
does
not apply to the slight
edge

which
may
sometimes
be present when the lower end of plunger
extends
below the ground inner
sur­

face of the body.
This
edge
is not detrimental un­

less
it is sharp or burred. A blackened appearance
is not necessarily a defective condition. Sometimes

such
a discoloration
gives
the outer surface of
plunger a ridged or fluted appearance. If the condi­
tion
does
not cause improper operation, it may be
disregarded.

i.
Replace the push rod seat if the area contacted
by the push rod is rough or otherwise damaged.
Replace
any push rod which has a rough or dam­
aged ball end.

j.
Using a magnifying glass, carefully examine the
check valve ball for nicks, imbedded material or
other
defects
which would prevent proper seating.
Such
defects
would cause intermittently noisy
operation.
Even
though no
defects
are found, it is
always advisable to discard the old ball and use

a
new one when reassembling the valve lifter,
k.
Examine check valve spring for wear or damage.

Replace
spring if it is distorted or shows evidence
of wear.

I.
Replace a check valve retainer if cracked or if

it
has heavily pounded area
between
the two holes.

A
small bright
spot
where the ball contacts the

retainer
is the normal condition.

m.
Replace the plunger spring only if it is distorted

or
damaged. Tests have shown the plunger springs
seldom break down in service.

n.
Rinse lifter plunger in kerosene. Hold plunger

in
vertical position with
feed
hole
upward, then 91

Di

DAUNTLESS
V-6
ENGINE

12721

FIG.
D1-22—REMOVAL
AND
INSTALLATION
OF
VALVE
LIFTER
RETAINER
RING

A—Removal'
1—
Push
Rod

2—
Tool
3-

B-
-Retainer

-Installation

T)
0
© ©
6
FIG.
D1-23—HYDRAULIC
VALVE
LIFTER

1—
Body

2—
Spring

3—
Ball
Retainer

4—
Ball
5— -Plunger
6—
Push
Rod
Seat
7—
-Retainer

rinse
and
install
the
check valve
ball,
check valve

spring,
check valve retainer, plunger spring,
and
valve lifter body over
the
plunger. Rinse push
rod

seat and retainer ring in kerosene. Place
these
parts

in
end of
body and depress with
a
suitable tool
to

cause retainer
to
engage
groove
in
valve lifter body.

o.
Wrap
the
valve lifter
in
clean paper,
or
other­
wise protect
it
from
dirt,
during cleaning
and in­

spection
of the
other valve lifters.

Dl-57.
Hydraulic Valve
Lifter
Leak-down
Test

Check
leak-down rate
of
hydraulic valve lifters

with
valve lifter pliers W-324
or
equivalent.
Im­
merse
the
valve lifter
in
kerosene
and
grasp
the

valve lifter with
the
pliers,
as
shown
in
Fig. Dl-24, so that
the
push rod
of the
pliers
engages
the
push

rod
socket
of
the lifter. Squeeze and hold
the
pliers,

checking
the
time required
for
leak-down.
Leak-

down should take
between
12 and 60
seconds.
Check
a
doubtful valve lifter three
or
four times.

Replace
valve lifters that
do not
have
a
proper
leakdown rate.
FIG.
Dl-24—VALVE
LIFTER
TEST

Dl-58.
Rocker
Arm
Disassembly

This
engine
has two
rocker arm assemblies, each of which
is
associated with
one of its two
cylinder

banks.
Each
rocker arm assembly
is
disassembled as follows:

a.
Remove cotter pin, flat washer, spring retaining

ring,
and one
rocker
arm
from each
end of the

rocker
arm shaft.

b.
Withdraw
two
bolts
from outer shaft supports

and
rocker arm shaft. Remove outer supports,
two
rocker
arms, two spacer springs, and
two
remaining

rocker
arms from shaft. Withdraw bolt from center
support
and
remove support from shaft.

Dl-59.
Rocker
Arm Cleaning and
Inspection

a.
With
a
wire brush and suitable cleaning solvent,

clean
any
sludge
or
dirt
from hollow core
and

oil
ports
of the
rocker
arm
shaft, from bores
of
shaft supports, and from
oil
passage
in
each rocker

arm.
Dry
these
parts with compressed
air.
Clean
all
other parts with cleaning solvent and dry with
compressed
air.

b.
Inspect
the
rocker
arm
shaft
for
scoring
or

abrasion
at the
rocker arm bearing areas and, with

a
surface plate, check
for
bent
or
distorted condi­
tion. Inspect
the
rocker arms
for
excessive wear,

scoring,
or
abrasion
of
bearing surfaces.
Check
for

loose
or
damaged valve stem
or
push
rod
inserts.
Inspect
the
spacer springs
for
breaks, deformity,

and
loss
of
tension. Replace
any
visibly worn
or

damaged parts. Inspect
the
mounting
bolts
for

damage.
Repair
damaged threads
or
replace
as
necessary.

c.
Measure rocker
arm
shaft diameter
and
bore
diameters
of
rocker arms.
This
clearance should be .0017"
to
.0032"
[0,0432
a
0,0812
mm.]. If
necessary, replace worn rocker arms, shaft,
or
both.

Dl-60.
Rocker
Arm Assembly

Note:
All three shaft supports
of
each rocker arm
assembly are identical and interchangeable. In
the

description
to
follow, "center"
and
"outer" refer only
to
their position
on the
shaft.

Caution:
There
are two
different
types
of
rocker

arms,
three
of
each type,
in
each rocker arm shaft
assembly. They
are not
interchangeable. One face
of each rocker arm
has a
notch; when installed
on

the shaft, this notched face must touch
a
shaft support.
92

Dl

DAUNTLESS
V-6
ENGINE
E-105.
DAUNTLESS V-6 ENGINE SPECIFICATIONS

ENGINE:
Type

Number
of Cylinders Valve Arrangement
Bore
Stroke

Piston
Displacement

Firing
Order Compression Ratio

Number
of
Mounting
Points:

Front.

Horsepower
(SAE)

Horsepower
(max. brake) Torque (max.
2400
rpm.)
Cylinder
Numbers,
Front to Rear:
Right Bank

Left
Bank
Cylinder Block Material
Cylinder Head Material English

90°
V-6 6

In
head
3.750"
3.400"

225 cu. in.
1.6.5.4.3.2

*9.0:1

2

33.748

160 @
4200
rpm. 235
lb-ft.

2, 4, 6 1, 3, 5

Cast
Iron
Cast
Iron Metric

9,525
cm.

8,636
cm. 3,69 ltr.

32,49
kg-m.

PISTONS:
Material
Description Clearance Limits:
Top
Land
Skirt
Top

Skirt
Bottom

Ring Groove Depth*. No. 1
No. 2, 3
Cylinder Bore: Out-of-Round (max.). Taper (max.)
Cast
Aluminum Alloy

Cam
Ground, Tin Plated

.0125"
to
.0295" .0005"
to
.0011"

.0005"
to
.0011"

.1880"
to
.1995"
.1905"
to
.1980"

.003"
.005" 0,318 a
0,749
mm.

0,0127
a
0,0279
mm.

0,0127
a
0,0279
mm.

4,775
a
5,067
mm.
4,839
a
5,029
mm.

0,076
mm. 0,127 mm.

PISTON
RINGS:
Function: No. 1 and No. 2 Ring.. No. 3 Ring
Location
Material: No. 1...
No. 2 No. 3.

Oil
Ring Type
Oil
Ring Expander
Width: No. 1
No. 2. .
No. 3

Gap:
No. 1 and No. 2
No. 3

Side
Clearance in Groove: No. 1
No. 2
No. 3 Compression

Oil
Control

Above
Piston
Pin

Iron,
Chrome Plated
Iron,
Pre lubricated
Steel

Dual
Rail,
With Spacer Humped Ring

.0785"
to
.0790" .0770"
to
.0780"
.181" to .187"
.010" to .020"
.015" to .035"
.002" to
.0035"
.003" to .005"

.0015"
to
.0085"
1,993 a
2,007
mm.
1,956 a 1,981 mm. 4,60 a 4,75 mm.
0,25 a 0,51 mm.
0,38 a 0,89 mm.
0,051 a
0,089
mm.
0,076
a 0,127 mm.

0,038
a
0,220
mm.

PISTON
PINS:
Material
Length

Diameter

Type Clearance in
Piston

Clearance in
Connecting
Rod.

Distance
Offset
Toward High-Thrust
Side
of Piston.
Steel,
SAE 1018, SAE 1118

3.060"

.9394"
to
.9397"

Pressed in
Connecting
Rod
.0004"
to
.0007" .0007"
to
.0017"

.040"
7,772
cm.

23,861
a
23,868
mm.

0,0102
a
0,0178
mm.
0,0178
a
0,0431
mm.
1,016 mm.
*State
of California Exhaust Emission Control Engine 7.4 Compression Ratio.
106