1953 JEEP DJ Service Manual

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

FIG.
Q-5—REAR
WHEEL

ATTACHING
PARTS —
FLANGED
AXLE

1—
Brake
Backing Plate

2—
Retainer
Ring

3—
Unit-Bearing

4—
Oil
Seal
5—
Retainer
Plate 6—
Brake
Drum
7—
Cup
Plug
8—
Flanged
Axle Shaft
14284

Q-4. Checking
Front
Wheel Bearings

Raise
the front end of the vehicle with a
jack

so that the tires clear the floor.

Grip
the tire and
test
sidewise shake of the wheel.

If
bearings are correctly adjusted, shake of the
wheel
will
be just perceptible and wheel
will
turn

freely with no drag.

If
bearing adjustment is too tight, the rollers may

break
or
become
overheated. Loose bearings may cause
excessive
wear and noise.

If
this
test
indicates bearing adjustment is neces­

sary,
follow
the procedure given in Par. Q-5. Loose
bearings
will
cause sidewise shake that is evident

around
the entire circumference of the wheel. A shake that is evident only when gripping the
wheels
in
a plane parallel to the ground, but not evident

around
the entire circumference, probably indicates
looseness
in the steering linkage.

Q-5.
Front Wheel Bearing Adjustment
With
the vehicle on the
jack,
the following proce­

dure
should be followed to adjust the front wheel
bearings on four wheel-drive vehicles.
a. Remove the hub cap, snap
ring,
capscrews, and
washers that attach the driving
flange
to the hub.

b.
Using the
Front
Axle Shaft Drive Flange Puller

W-163,
pull
the driving flange.
c. Bend the lip of the nut lock washer so that the

locknut
and lock washer may be removed.

d.
Rotate the wheel and tighten the adjustment nut until the wheel binds.

Note:
Front
tire and wheel must be rotated by

hand
as the adjusting nut is
tightened
to ensure positive seating of the bearing.

Then
back off the adjusting nut about one-sixth
turn
making sure that wheel rotates freely without
sidewise shake.
e. Replace the lock washers and locknut. Bend
over the lock washer lip.
f.
Check
the adjustment (Par. Q-4). Reassemble the driving
flange
and hub cap. Make certain the
gasket is properly installed
between
the hub and
the flange.

•
Model DJ-5, DJ-6

On
two-wheel drive vehicles, remove the hub cap
and
the wheel retaining nut cotter pin. Rotate the
wheel and tighten the wheel retaining nut until the wheel binds.
Then
back off nut about one-sixth
turn
or more if necessary making sure wheel ro­

tates
freely without sidewise shake. Replace the cotter pin and hub cap.

Q-6.
Rear
Wheel Bearing Adjustment —

Flanged
Axle Shaft

Vehicles
equipped with the
flange
type
rear
axle
shaft require no wheel bearing adjustment. The flanged axle shaft is equipped with a single row,

pre-adjusted,
tapered roller unit-bearing capable of
accepting thrust in either direction. The unit-

bearing
adjustment is built in at the factory mak­
ing shimming or bearing adjustment unnecessary.

Refer
to Fig. Q-6.

Q-7.
Checking
Rear
Wheel Bearings —
Tapered
Axle

Raise
wheel on which adjustment is to be made
by placing a
jack
under the axle housing.
With
hands,
test
sidewise shake and in and out play
of the wheel. If bearings are correctly adjusted,
shake of wheel
will
be just perceptible and the 337

Q

WHEELS

FIG.
Q-6—REAR
WHEEL,
FLANGED
AXLE
AND
BEARING
ASSY.

1—
Retainer
Plate

2— Oil
Seal

3—
Unit
Bearing

4—
Retaining
Ring
5—
Axle
Shaft
wheel
will
turn
freely with no drag. If adjustment
is necessary, follow the procedure given in Par. Q-8.

Q-8.
Rear Wheel Bearing Adjustment
—
Tapered Axle

The
bearing adjusting shims are placed
between
the brake backing plate and axle flange as shown

in
Fig. Q-7.

With
wheel raised on
jack,
the following procedure
should be used to make the
rear
wheel bearing
adjustment.

a.
Remove the hub cap with hub cap puller, the
cotter pin, axle shaft nut, and washer. Remove the
wheel hub and drum with a wheel puller.

b.
Disconnect hydraulic brake line at wheel

cylinder.

c.
Remove the
bolts
holding the brake dust shield, grease and bearing retainer, and the brake backing
plate.

d.
Remove or install shims to adjust the bearings
to provide .001" to .006" [0,025 a 0,152 mm.]
end float of the axle shaft.

Note:
Before reassembly of the wheel make certain
the backing plate nuts are tight and torqued at 25 to 35 lb-ft [3,4 a 4,8 kg-m.].
e. Reassemble the wheel, adjust brakes, and check
the bearing adjustment (Par. Q-7).

0-9.
REAR WHEEL MOUNTING
—
TAPERED AXLE

Proper
axle shaft key installation is accomplished by placing the hub and drum on the axle shaft
taper and then inserting the axle shaft key in the
FIG.
Q-7—REAR
WHEEL
AND HUB
BEARING
—

TAPERED
AXLE
SHAFT

1—-Adjusting
Shims
2—Inner
Seal
3—Outer
Seal
keyway.
Never install the key in the keyway before

placing
the hub and drum assembly on the axle
shaft. Be sure that the axle shaft nut is torqued
to a minimum of 150 lb-ft. [20,7 kg-m.].
O-10.
BRAKE
DRUM
SERVICE
On
rear
wheels, the hub fits inside the brake drum
(Fig.
Q-3). On front wheels, the hub is attached
to the outside of the brake drum (Fig. Q-l). The

brake
drums are attached to the wheel hubs by
five serrated bolts. These
bolts
are also used for
mounting the wheels on the hub. To remove a

brake
drum,
press or drive out the serrated
bolts
and
remove the drum from the hub. When placing
the drum on the hub, make sure that the contacting
surfaces are clean and flat.
Line
up the
holes
in
the drum with
those
in the hub and put the drum
over the shoulder on the hub. Insert five new
serrated
bolts
through the drum and hub and drive
the
bolts
into place solidly. Place a round head of the bolt in a vise. Next, place the hub and drum
assembly over it so that the bolt head rests on it.

Then
swage
the bolt into the countersunk section of the hub or drum with a punch. The runout of
the drum face should be within .030" [0,76 mm.]
total indicator reading. If the runout is found to be greater than .030" it
will
be necessary to reset
the
bolts
to correct the condition.
0-11.
TIRE SERVICE
Refer
to Fig. Q-8.

One
of the most important factors of safe vehicle
operation is systematic and correct tire mainte­ nance.
Tires
must sustain the weight of a loaded vehicle, withstand more than ordinary rough serv- 338

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

Q
ice, provide maximum safety over all
types
of

terrain,
and furnish the medium on which the
vehicle can be maneuvered with ease. Although
there are other
elements
of tire service, inflation maintenance is the most important and in many
instances the most neglected. The tire pressure should be maintained for safe operation. An under- inflated tire is dangerous as too much flexing can
cause breakage of the casing. Overinflation in time
may
cause a blowout.

Upon
careful inspection of tires, it may be found
that improper wheel alignment, balance, grabbing
brakes,
poor driving habits, fast cornering or other
conditions are the cause of wear. Such conditions
should be corrected.

a.
UNDERINFLATION

Underinflation
distorts the normal contour of the
tire
body and the tire
bulges
or "bellies out" with

an
extreme flexing action.
This
wears the tread at the
edges
more than the center and generates
excessive internal heat, weakening the cords and
resulting
in bruises, broken cords or ply separation.

Underinflation
also leads to rim bruises as in­ sufficient resistance is provided to prevent the tire

from
being jammed against the rim and crushed
or
cut when the tire strikes a
curb,
rock, or rut.

b.
OVERINFLATION

When
a tire is
overinf
lated,
increased tension caused by excessive pressure prevents proper deflection of
the sidewalls.
This
results in wear in the center of the tread and the tire also
loses
its ability to absorb

road
shocks. Under this increased
strain,
cords in the tread area eventually snap under impact, caus­ing a casing break.

c.
MISALIGNMENT
WEAR
Excessive
wheel camber causes the tires to run at an angle to the road when camber is incorrect

it
will
cause excessive wear on one side of the
tire
tread.

Front
wheels should be straight ahead or toe-in slightly. When there is excessive toe-in or
toe-out,

tires
will
revolve with a side motion and scrape
the tread rubber off.
Front
tires
will
show wear on the outside with too great a toe-in condition
and
on the inside with a
toe-out
condition.

d.
BALANCE
Cupping
and bald spotting of tires is associated

with
wear on a vehicle driven mostly at high-way
speeds
without the recommended tire rotation and

with
unbalance conditions.

Q-12.
Tire
Care
Note;
For satisfactory 4-wheel drive operation, a
4-wheel drive vehicle
MUST
be equipped with the same size tires of equal circumference on all
four wheels. The tires must then be inflated to

proper
factory recommended pressures at all times.

Tire
pressure, tire rotation, wheel balance, and wheel alignment are the four vital factors that in­
fluence the
extent
of tire life and the
ease
and safety of vehicle control.
Four
of the most common

tire
troubles are:

a.
Excessive wear around the outer
edges
resulting

from
underinflation.

b.
Excessive wear in the center of the tread re­
sulting from overinflation.

c.
Tire
tread worn on one side indicating wheels
need realigning.
d.
Cuplike
depressions on one side of the tread

indicating
wheels need balancing.

If
the vehicle normally carries a
full
load, two to
four psi. [0,14 a 0,28 kg-m2] can be added to the
recommended air pressures. But, remember that adding air with a light load means a harsher ride,

doesn't
help tires, and wears out shock absorbers. Rotate the tires as shown in Fig. Q-9 for correct
rotation system.

Q-13.
Tire
Removal
and
Installation

To
remove a tire from a drop center rim, first
WEAR
AT SHOULDERS

WEAR
AT CENTER

WEAR
ON ONE
SIDE
FEATHERED
EDGE
BALD
SPOTS

/1TTDN

i

UNDER
INFLATION
OVER
INFLATION
EXCESSIVE
CAMBER

INCORRECT
TOE
WHEEL
UNBALANCED

liF
11

ADJUST
PRESSURE TO
SPECIFICATIONS
WHEN
TIRES ARE
COOL
ADJUST
CAMBER
TO

SPECIFICATIONS
ADJUST
FOR

TOE-IN
DYNAMIC
OR
STATIC

BALANCE
WHEELS

FIG.
Q-8—TIRE
WEAR
PATTERN
339

Q

WHEELS

11463

FIG.
Q-9—TIRE
ROTATION
1—
Right
Front
Tire

2—
Right
Rear
Tire

3—
Spare
Tire
4—
-Left
Rear
Tire

5—
Left
Front
Tire
deflate completely and then force the tire away

from
the rim throughout the entire circumference
until
the bead falls into the center of the wheel

rim.
If the vehicle is equipped with tires that use

an
inner tube, carefully remove the inner tube.
With
the inner tube removed, or on tubeless tires, a tire
removing tool should be used to remove the tire

from
the rim.

Installation
of the tire is made in the same manner
by first dropping one side of the tire into the center
of the rim and with a tire tool raise the bead over
the wheel
rim.
The inner tube can now be installed
on vehicles so equipped.
When
mounting the wheel, alternately tighten op­
posite stud nuts. After the nuts have been tightened

with
the wheel jacked up, lower the
jack
so wheel rests on the floor and retighten nuts. Torque nuts
to 60-75 lb.-ft. [8,3 a 10,4 kg-m.].

Note:
New "wide" tires have been given new sizes
by tire manufacturers. They use a letter as a key
unit
in the name size for the new wide treads.

The
single letter in front of the "70" indicates load rating, or the weight a tire can support safely
when inflated to 32 psi. The number 70 is used to show the
7-to-10
(70 percent) ratio of tire section height to width. The last two-digit number of the new sizes— 15 —
is
the rim diameter.
Radial

ply
tire sizes all contain the letter
"R"
to designate
radial
ply construction.

15-inch
Diameter
New Old

E70-15
7.35-15

F70-15
.7.75-15

G70-15
8.15-15

H70-15
8.45-15
J70-15
.8.85-15

K70-15
. .... .9.00-15

L70-15
9.15-15

You
should explain to customers
these
new tire
designations. Such knowledge
will
act as a re­
minder
never to mix
radial
ply, wide treads or
conventional tires on one axle.
0-14.
WHEEL
AND
TIRE
SPECIFICATIONS
'Jeep'

Universal

V6
Engine

CJ-5,
CJ-6,
CJ-5A,
CJ-6A
'Jeep*

Universal

F4
Engine

CJ-3B,
CJ-5,
CJ-6
DJ-5,
DJ-6

WHEELS:
Rim
Size 15 x
6.00
16 x 4.50
15 x 5.50

K
E
K

Attachment

Type
Stud
Stud Stud

Circle
Dia 5.50 5.50 5.50

5 5
4

Size
H-20
H-20
H-20

Rear
Axle Shaft End Float .001*-.006"
.001"-.006" .001 *-.006"
[0 ,025 a 0,152 mm.)
[0,025 a 0,152 mm.] [0,025 a 0,152 mm.]

TIRES:
Size.
7.35-15

6.00-16
6.85-15

Ply
Rating 4
4 2
Revolutions per Mile @ 30 mph.. . 781 730 803

Inflation
Pressure

Front
20
psi
[1,406 kg-cm2]
20 psi [1,406 kg-cm2] 24 [1,687 kg-cm*]

Rear
24
psi
[1,687 kg-cm*]
20 psi [1,406 kg-cm2] 24 [1,687 kg-cm*] 340

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

R
FRAME

Contents

SUBJECT
PAR.

Draw
Bar
R-6

Frame
Alignment
.R-2

Frame
Dimensions
.R-3
Front
Axle Alignment.
R-5

Straightening
Frame
R-4

R-1.
GENERAL
equipped with V6 engines, refer
to
measurements

The
frame
is the
structural center
of
the vehicle,
B£?wn
in
FiB-
R"f
, _ , r' .
for in addition
to
carrying
the load,
it
provides and The inost convenient method
of
making this check,
maintains
correct relationship
between
other units
Particularly
when
the
body
is on the
chassis,
is by

to assure their normal functioning. marking
on the
floor
all
dimensional points from

Of
rugged design, the frame
is
constructed of heavy
fhlch
measurements should
be
taken.
This
is

channel
steel side
rails
and cross-members.
Brack-
known
a\
Plumb-bobbing
the
frame Select
a

ets and diagonal braces
are
used
to
maintain
the
?Pace
on the
floof
^hlch
»
extr«nely
level If
work-
proper
longitudinal position
of the
side
rails
rela-
ing Pn
a.,fPen^
c*ean
* s°
that
the fha*k

tive
to
each other, and
at the
same time provide
*****
Jl!*
be
vJs.lble
underneath
the
frame
to be

additional
resistance
to
torsional strains. Fig. R-1, checked
If
workmg
on a
wooden
floor
it is ad-
R-2,
and R-3 illustrate
the
subject models. disable
la^
f f * V
Underneath
*he ve"

Vehicles
that have been
in an
accident
of any
hide
and
carefully tack them
m
place. Drop
a

nature,
which
may
result
in a
swayed
or
sprung gumb-bob from each point indicated
in
Figures

frame,
should always
be
carefully checked
for ^
an?
L'maJkl?g the uflo?r
Meetly underneath

proper
frame alignment, steering geometry,
and the
point. Satisfactory checking depends entirely
axle alignment.
on the
accuracy
of the
marks
in
relation
to the

frame.
To
check points that have been marked, carefully

move
the vehicle away from the layout on the floor,

R-2.
Checking
Frame
Alignment
anci
proceed
as
follows:

The
most efficient
and
satisfactory method
of a.
Check
the
frame
at
front
and
rear
end
using

checking
frame alignment
is
with
a
frame aligning corresponding marks
on the
floor.
If
widths
cor-

fixture
which
is
equipped with bending
tools
for
respond
to
frame specifications, draw
a
center line
straightening frame parts. In the absence
of
such
a the
full
length
of
the vehicle, halfway
between
the
fixture,
frame
alignment
may be
determined
by
marks indicating front and
rear
widths.
If
frame
using the
"X"
or diagonal method of checking from width
is not
correct and
the
center line cannot
be

given points
on
each side
rail.
Figs.
R-1 and R-2
laid
out
from checking points
at the
end
of
frame,

illustrate
this method
of
checking
the
frame.
it
can
be
drawn through intersections
of
any
two
When
checking frame alignment
on
vehicles
pair
of
equal diagonals.
FIG.
R-1—FRAME
ASSEMBLY
—
MODEL
CJ-3B

341

R

FRAME

11900
FIG.
R-2—FRAME ASSEMBLY
—
MODEL
CJ-5,
CJ-5A,
CJ-6,
CJ-6A
(F4
ENGINE)

b.
With
the
center line correctly
laid
out,
measure
the distance from
it to
several
opposite
points over
the entire length
of the
frame.
If the
frame
is in
proper
alignment,
opposite
measurement should
be

the same.

c.
To locate the point at
which
the
frame
is
sprung,
measure
the
diagonals marked
A-B,
B-C,
C-D.
If

the diagonals
in
each
pair
are
within [3,175

mm.],
that
part
of the
frame included between points
of
measurements may
be
considered
as
satis­

factory
alignment. These diagonals should also
in­

tersect
at the
center line.
If the
measurements
do
not agree within
the
above limits,
it
means that

correction
will
have
to be
made between
those
points that are not equal.
Note:
During
the
process
of
straightening
the

frame,
be
extremely careful
not to
overstretch
the

JiL
R

TET
12875

FIG.
R-3—FRAME ASSEMBLY MEASUREMENTS
— V6
ENGINE
1—
29H'
[74,3 cm.l 6—8[20.40 Cm.|
11—38»4*
[97,55 cm.)

2—
14 %' [37,15 cm.|
\ 7—14»4*t36,99
cm.l
12—128Mb'
[326,23
cm.]

3—
3i*4*
110,0 cm.l
8—37K*
[94.62
cm.l
13—44"^' [113,74 cm.l
4— 18«4* [46,20
cm.|
9—27**' [70,49 cm.j 14—316'
[8,18
cm.l
5—
24114»
[61,83 cm.) 10—4%* [10.56 cm.] 342

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

R
frame.
This
could cause the already aligned sec­
tions of the frame to
become
misaligned or weak­ ened.

R-3.
Frame Dimensions
Points for measuring frame alignment on vehicles
equipped with the F4
engine
are shown in
Fig.
R-l
and
R-2.
The correct measurements for each model

are
given in the table. Point A is at the front of the

frame.

A-B
and C-D are the distances
between
spring
shackle
bolt and spring pivot bolt frame centers
measured
on a line parallel with the frame center-

line.
E and F show the shackle bolt centers in
rela­

tion (above or below) to the pivot bolt centers.

On
vehicles equipped with V6
engines
the frame dimensions are shown in Fig. R-3.

CJ-3B

A-B
44.31"
[112,55
cm.]

C-D
. . . . . .48.48"
[123,14
cm.]
Width
Front
29%" [74,3 cm.]

Width
Rear
29M" [74,3 cm.]

"E"
above .3W [8,18 cm.]

"F"
above 4%* [10,56 cm.]

CJ-5,
CJ-5A,
CJ-6,
CJ-6A,
DJ-5, DJ-6

A-B
.47.08"
[119,58
cm.]

C-D.
52.37"
[133,02
cm.]

Width
Front
2934"
[74,3 cm.]
Width
Rear
29j|" [74,3 cm.]

"E"
above 3%" [8,18 cm.]
"F"
above. .5%" [15,0 cm.]

R-4.
Straightening Frame

In
case the bending or twisting of the frame is not
excessive, it may be straightened.
This
should be
done
cold, as excessive heat applied to the frame

will
weaken it. For this reason it is recommended that badly damaged frame parts be replaced.

Note:
A technique known as "controlled heat" can
be utilized where a frame section is "squashed" and must be brought out without "tearing" or excessive

stretch
to the metal.
R-5.
Front
Axle
Alignment

After
it has been determined that the frame is prop­

erly
aligned, the front axle alignment with the

frame
can be checked. The front axle is square

with
the frame if the distance
between
the front

and
rear
axle is the same on both sides. The dis­
tance from the spring upper bushings to the front
axle on both sides should be equal.

Note:
Always inspect the springs for broken spring
center
bolts
when checking the frame and axle
alignment.
R-6. Draw Bar

Fig.
R-4, shows method of attachment and bracing of the Jeep draw bar. The braces and the reinforce­
ment installed in the frame
rear
cross-member

channel
provide even distribution of the stresses
when moving a heavy load.

The
draw bar plate may be shifted to any one of
nine positions for alignment on the draw bar and

may
be used with the
offset
up or down to change
the height of attachment.
Check
the attaching

bolts
periodically to be sure they are tight at all
times.
FIG.
R-4—DRAW
BAR
MOUNTING

R-7.
FRflME
SPECIFICATIONS

Type
— All Models j
Ladder
with Steel
Channel

Side
Members

Vehicle
Number
of

Cross
Members
Overall

Length
Width

Front
Rear
Section

Modulus

CJ-3B
i

CJ-5,
CJ-5A,
DJ-5 1

j

4 Intermediate j

•
Front
Bumper Bar
Rear
K-member 122%'
[311,55 cm.]
128%'

[326,23
cm.] 29^*
[74,3 cm.]
[74,3 cm.]
29M'

[74,3 cm.]
[74,3 cm.] 1.493 in. cu.
1.493 in. cu.

CJ-6,
CJ-6A,
DJ-6
|
J
1

I

r
\mw t

[377,03
cm.]
29M'

[74,3 cm.]
29M'

[74,3 cm.] 1.493 in. cu.
343