1953 JEEP DJ fuel cap

FUEL
SYSTEM

14417

FIG.
E-35—ACCELERATOR LINKAGE—V-6 ENGINE

1— Lever
Assembly

2—
Choke
Rod
3—
-Accelerator
Rod (Upper) 4—
Choke
Control Cable
E-72.
Fuel
Tank

The
fuel tank on early model 'Jeep* Universal vehicles has a capacity of 10}4 gals. [38,75 ltr.] and
is mounted under the driver's seat. The tank is
secured to the front floor panel by a hold down

strap
and two bolts.
The
fuel tank on all late model 'Jeep* vehicles has a
capacity of 16 gal. [60,56 ltr.] and is mounted to
three frame
rail
brackets at the
rear
and center of
the frame. The tank is secured to the brackets by
three
bolts
and six rubber shock insulators. A fuel

tank
skid plate is attached to the
rear
frame cross- member to protect the
bottom
of the tank from damage.
E-73.
Fuel
Tank
Removal

When
removing the fuel tank on early model vehicles, first drain the tank of
all
fuel. Remove the

driver's
seat, then remove the tank hold down

straps.
Disconnect fuel line(s) and sending unit 5—
Accelerator
Mounting Bracket
6—
-Accelerator
Boot
7—
Accelerator
Rod
(Lower)

8—
Accelerator
Treadle
wire
from the tank. Remove the filler neck rubber
grommet and remove the tank assembly from the vehicle.

When
removing the fuel tank, on late model vehicles first
drain
the tank of
all
fuel, then remove
the fuel tank skid plate. Loosen the filler neck and vent tube
hose
clamp and disconnect
hoses
from fuel tank. Remove the three mounting
bolts
and six
washers and rubber insulators that secure the tank to the frame brackets. Loosen frame brackets to
give
clearance for tank removal.
Lower
tank
slightly allowing space for disconnecting fuel and vent lines and sending unit wire from tank.
Lower

tank
and remove from underside of vehicle.
E-74.
Fuel Tank Installation

Note:
On vehicles equipped with the Dauntless

V-6
engine
two luel lines are connected to the fuel

tank;
a fuel out line and a fuel return line. It is im- 132

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

E
portant that
these
lines are not accidentally re­
versed.

When
installing the fuel tank on late model vehicles, position the tank
between
the frame
rail

to allow space to connect the fuel line(s), vent
hose

and
sending unit wire. After connecting
these
items, align and secure tank to frame brackets.
Position filler
hose
on tank filler neck and tighten
hose
clamp.
Fill
tank with fuel and check for leaks.

When
installing the fuel tank on early model vehicles, reverse the order of removal as given in

Par.
E-73.

E-75.
Fuel
Tank
Cap

A
surge pressure type fuel tank filler cap is used on

all
models.
This
is necessary to prevent fuel leakage
from
the cap vent opening when the vehicle is on a
side slope. Two spring loaded relief valves which
open when venting is required are built into the
cap.
Should the pressure valve
fail
to open, pressure
in
the tank may force fuel by the carburetor inlet
valve causing flooding.
Failure
of the vacuum valve may prevent flow of fuel to the carburetor. Should
the valves
fail
to vent install a new cap.

Note:
Vehicles having a
Fuel
Evaporative
Emis­

sion System are equipped with a non-vent sealed gas cap. The sealed cap is designed to allow no
vapors to discharge to the atmosphere. No other type of cap is to be used on vehicles having this
type system.

E-76.
Fuel
Gauge Float Unit

The
fuel tank
gauge
float unit is mounted in the top
of the fuel tank and consists of a housing enclosing
a
rheostat that is actuated by the float arm, and a
float
which
moves
with the fuel level in the tank.
On
V-6 and current production F4
engine
equipped vehicles, the fuel
outlet
pipe is integral with the
float
unit.
The fuel
outlet
pipe has a mesh filter on the inner end.

Note:
Under no circumstances should a fuel tank

gauge
be installed without a mesh filter element.

The
filter,
outlet
pipe, and float unit are locked as

an
assembly to the top of the fuel tank. To remove,

turn
the lock plate that secures the float unit
assembly.

E-77.
Fuel
Lines

Check
lines and connections occasionally for leaks,
and
for severe kinks that might restrict the flow of
fuel. If an excessive amount of
dirt
is found in the
carburetor
or fuel pump, the fuel tank should be
drained
and the fuel lines blown out with com­
pressed air.

All
rubber fuel lines and their respective clamps should be checked occasionally to be certain they
are
correctly positioned and not leaking. 133

E

FUEL
SYSTEM E-79.
FUEL
SYSTEM SPECIFICATIONS
(Continued)

MODEL
EARLY
MODEL
HURRICANE
F4
EARLY
MODEL
DAUNTLESS
V-6

AIR CLEANER:
Type
Oil
Bath

Oil
Bath

FUEL
TANK: 10H
gal. [39,75 ltr.]
10lA
gal. [39,75 ltr.]

Location
Under
Driver's Seat

Under
Driver's Seat

FUEL
PUMP:
AC
or
Carter
A.C.

Model
5594032
21955

6440515

Type..
Diaphragm,
serviceable unit
Disposable unit

FUEL
FILTER:
Tank
unit only
Left
side of engine, plus tank unit

MODEL
LATE
MODEL
HURRICANE
F4
LATE
MODEL
DAUNTLESS
V-6

AIR CLEANER:
Type...
Oil
Bath

Dry
Type

FUEL
TANK:
Capacity
16 gal. [60,57 ltr.]
16 gal. [60,57 ltr.]
Between frame
rails,
rear
of vehicle Between frame
rails,
rear
of vehicle

FUEL
PUMP:
Make.
Carter

A.C.

Model.
. 4574-S

6440515

Type
Diaphragm,
serviceable unit
Disposable unit

FUEL
FILTER:
Left
side of engine, plus tank unit
Left
side of engine, plus tank unit 136

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

Fl
b. Connect tachometer to
engine.

c.
Warm
up
engine
and stabilize temperatures.

d.
Adjust
engine
idle to
speed
desired, using throt­
tle idle
speed
adjusting screw.

e.
Carburetors without Idle
Limiter
Cap turn idle mixture screws out (counterclockwise) until a
loss

of
engine
speed
is indicated; then, slowly turn mix­
ture screw in (clockwise-leaner) until maximum

speed
(RPM) is reached. Continue turning in (clockwise) until
speed
begins
to drop; turn mixture
adjustment back out (counterclockwise-richer) un­

til
maximum
speed
is just regained at a "lean as
possible" mixture adjustment.

Fl-14.
Distributor

Check
the distributor number for proper appli­
cation.
Check
the distributor cam dwell angle and
point condition and adjust to specifications or re­ place as required. (Specifications listed at the end
of this section)
Check
ignition timing and set at

0°
or
TDC.

Fl-15.
Anti-iackfire
Diverter Valve

The
anti-backfire valve remains closed
except
when
the throttle is closed rapidly from an
open
position.

To
check the valve for proper operation, accelerate
the
engine
in neutral, allowing the throttle to
close

rapidly.
The valve is operating satisfactorily when
no exhaust system backfire occurs. A further check
to determine whether the valve is functioning can be made by removing from the anti-backfire valve
the large
hose
Which
connects to the check valve.
Accelerate the
engine
to allow the throttle to
close

rapidly.
The valve is operating satisfactorily if a
momentary interruption of rushing air is audible.

Fl-16.
Check Valve

The
check valve prevents the reverse flow of ex­
haust
gases
to the pump in the
event
the pump
should, for any reason,
become
inoperative or should exhaust pressure ever
exceed
pump pressure.

To
check this valve for proper operation, remove the air supply
hose
from the pump at the
distri­

bution manifold.
With
the
engine
running, listen for exhaust leakage at the check valve which is
connected to the distribution manifold.

Fl-17.
Air
Pump

Check
for proper drive belt tension with belt tension
gauge
W-283. The belt strand tension should be

50-60
pounds on a belt with previous service, meas­

ured
on the
longest
accessible span
between
two pulleys. When installing a new belt, adjust the
tension to
60-80
pounds tension. DO NOT PRY
ON
THE DIE
CAST
PUMP
HOUSING.

To
check the pump for proper operation, remove the air
outlet
hose
at the pump.
With
the
engine

running,
air discharge should be
felt
at the pump

outlet
opening. The pump
outlet
air pressure, as determined by the relief valve, is preset and is not
adjustable.

The
air pump
rear
cover assembly, housing the pressed in inlet and discharge tubes, and the pres­
sure relief valve are the only pump
components

recommended for service replacement. These parts
are
to be replaced only when damaged as a result
of handling or in the
event
the relief valve was
tampered with.

Fl-18.
Carburetor
Air
Cleaner

Every
6000
miles
[9,600
km.] clean the inside
sur­

face at the sump and
refill
to indicated oil level with
SAE
40 or 50
engine
oil
above
32 F; SAE 20

below
32 F. Wash filter
element
in kerosene and

drain.
Reassemble the air cleaner.

More
frequent cleaning and replacement is advis­ able when the car is operated in dusty areas or on
unpaved roads. Accumulated dirt restricts air flow,
reducing fuel
economy
and performance.

Fl-19.
REMOVAL
PROCEDURES

The
following paragraphs
give
the procedures for removing the major units of the Exhaust Emission

Control
System and the required equipment
needed.

Fl-20.
Air
Pump

Loosen
the air pump adjusting strap to facilitate

drive
belt removal. Remove the air pump air dis­
charge hose(s) and air filter attachment. Separate
the air pump from its mounting bracket. At time of installation, torque tighten the air pump mount­ing
bolts
to
30-40
lbs-ft. [4,15 a 5,53 kg-m.]. Adjust
the belt strand tension to
50-60
pounds on a belt
with previous service and
60-80
pounds on a new
belt.

Fl-21.
Anti-Backfire
Diverter Valve

The
anti-backfire diverter valve removal requires disconnecting the
hoses
and bracket to
engine
at­
taching screws.

Fl-22.
Air
Distribution
Manifold
and
Injection Tubes

In
order to remove the air distribution manifold
without bending the tubing, which could result in
fractures
or leakage, it is necessary to remove the
exhaust manifold as an assembly from the
engine.

After
the exhaust manifold assembly is removed
from
the
engine,
place the manifold in a vise and

loosen
the air distribution manifold
tube
retaining nuts at each cylinder exhaust port. Tap the injec­
tion
tubes
lightly to allow the air distribution mani­
fold to be pulled away partially from the exhaust manifold. The stainless steel injection
tubes
in the
exhaust manifold may have
become
partially fused
to the air distribution manifold and, therefore, may
require
application of heat to the joint in order to
separate. While applying heat to the joint, rotate
the injection
tubes
with pliers being careful not to
damage the
tubes
by applying excessive force.

At
time of installation, the air injection
tubes
must
be positioned into the exhaust manifold prior to
placing the exhaust manifold assembly on the en­ gine.

Note:
Two different length injection
tubes
are used.

The
shorter length injection
tubes
must be inserted into cylinders 1 and 4. 145

H

ELECTRICAL
SYSTEM

14365

FIG.
H-5—WIRING
DIAGRAM—F4
ENGINE
CURRENT
MODEL
1—
Left
Headlamp

2—
Left
Parking and Signal Lamp
3—
Right
Parking and Signal Lamp

4—
Right
Headlamp
5—
Marker
Lamp
— Amber
6—
Generator
7—
Distributor

8—
Ignition
Coil

9— Starting Motor
10— Battery Ground Cable
11—
12
Volt
Battery

12—
Flasher
(Directional Signal)
13— Instrument Cluster
A—Hi-Beam
Indicator

B—Auxiliary
C—Instrument Lights
D—Oil
Pressure
Indicator
E—Charging Indicator
F—Temperature Indicator
G—Fuel
Gauge
Indicator
H—Instrument Voltage Regulator
14—
Ignition
and
Starter
Switch
15—
Horn
Button 16—
Directional
Signal Switch 17— 4-Way
Flasher
Switch
18—
Flasher
(4-Way)
19—
Windshield
Wiper Motor Switch
20—
Main
Light
Switch

21—
Fuel
Gauge
Tank
Unit

22—
Back-Up
Light
Switch
23—
Marker
Lamp — Red 24—
Right
Tail
and Stop Lamp
25—
Right
Back-Up Lamp
26—
Left
Back-Up Lamp
27—
Right
Tail
and Stop Lamp
28—
Marker
Lamp — Red 29— Stop
Light
Switch
30— Foot Dimmer Switch

31—
Windshield
Wiper Motor Assembly

32—
Voltage Regulator
33— Temperature Sending
Unit

34—
Oil
Pressure
Sending
Unit

35— Spark
Plugs
&
Cables

36—
Horn

37— Junction Block
38—
Marker
Lamp — Amber
through a
two-position
push-pull switch located on
the
left
side
of the control panel.
The
foot-operated
headlight dimmer switch is
mounted on the floorboard to the
left
of the steering
column.

H-9.
PRESTOLITE
DISTRIBUTOR
—
DAUNTLESS
V-6 and

HURRICANE
F4
ENGINE

The
Prestolite distributor on the F4
engine
is
mounted on the right
side
of the
engine
and is op­
erated by a coupling on the oil pump shaft, see Fig.
D-l,
which is driven by a spiral gear on the cam­
shaft. The spark advance is fully automatic, being controlled by built-in centrifugal
weights.
The Pres­

tolite
distributor on the V-6
engine
(Fig. H-8) is mounted at the
left
front of the
engine
on the tim­
ing chain cover. It is driven by a spiral gear on the
camshaft. The spark advance is fully automatic,
being controlled by built-in centrifugal
weights,
and by a vacuum advance system. While
some
parts of the distributor may be checked or replaced
with the unit mounted on the
engine,
it is
best
to periodically remove it for a thorough check. Infor­ mation covering the parts which can be serviced
without removal is
given
below.
The
Prestolite distributor installed on the V-6 en­

gine
is similar in construction to the distributor in­
stalled on the F4
engines
except
for the addition of

a
vacuum advance mechanism.
The
same checking procedures outlined in Par. C- 10a, are used for the Prestolite V-6 distributor with

exception
of specifications.
H-10. Distributor Cap

The
distributor cap should be inspected for cracks,
carbon runners and
evidence
of arcing. If any of

these
conditions
exists, the cap should be replaced.
Clean
any corroded high
tension
terminals.

H-11.
Rotor
Inspect the rotor for cracks or
evidence
of
excessive

burning at the end of the metal strip.
After a distributor rotor has had normal use the
end of the rotor will
become
burned. If burning is found on top of the rotor it indicates the rotor is
too short and
needs
replacing. Usually when this condition is found the distributor cap
segment
will 178

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H

12967
FIG.
H-6—WIRING
DIAGRAM—LATE
V6
ENGINE

1—Left Headlamp

2—
Left
Parking and Signal Lamp
3—
Right
Parking and Signal Lamp

4—
Right
Headlamp
5— Voltage Regulator
6—
Alternator
7—
Oil
Pressure
Sender

8— Temperature
Sender

9—
Ignition
Distributor
10— Junction Block

11—
Horn

12—
Ignition
Coil

13— Starting Motor
14— Battery Ground Cable 15— Foot Dimmer Switch 21-
16— Stop
Light
Switch — Front 22-
17— Ballast 23-
18—
Flasher
(Directional Signal) 24-
19—
Fuse
25-
20— Instrument Cluster 26-

A—Hi-Beam
Indicator 27-

B—Auxiliary
28- C—Instrument Lights 29-

D—Oil
Pressure
Indicator 30-
E—Charging Indicator 31-F—Temperature Indicator 32-
G—Fuel
Gauge
33-
H—Instrument Voltage Regulator 34-
-Ignition
and
Starter
Switch

-Horn
Button

-Directional
Signal Switch
-4-Way
Flasher
Switch

-Flasher
(4-Way)

-Fuse

-Main
Light
Switch
-Stop
Light
Switch —
Rear

-Fuel
Gauge
Tank
Unit

-Back-Up
Light
Switch

-Right
Tail
and Stop Lamp

-Right
Back-Up Lamp

-Left
Back-Up Lamp

-Left
Tail
and Stop Lamp
be burned on the horizontal
face
and the cap will

also
need
replacing. H-12. Condenser

The
condenser
prolongs
the
life
of the distributor

points
by
preventing
arcing at the
contacts.
It
also
provides
a
hotter
spark by creating a reverse
surge

of current which rapidly breaks
down
the
magnetic

field of the coil by
demagnetizing
the core. Should
the
condenser
be leaky, a weak spark will result.

Check
the
condenser
lead for broken wires or
frayed insulation. Clean and
tighten
the
connec-
179

H

ELECTRICAL
SYSTEM

ffKHs)

3—<§)

FIG.
H-7—WIRING
DIAGRAM—V6
ENGINE
CURRENT
MODEL
1—
Left
Headlamp
2—Left Parking and Signal Lamp
3— Right Parking and Signal Lamp
4—Right Headlamp 5—
Marker
Lamp — Amber
6— Alternator 7— Voltage Regulator
8— Starting Motor
9— Battery Ground Cable
10— 12 Volt Battery
11—
Flasher
(Directional Signal)
12— Instrument Cluster
A—Hi-Beam
Indicator
B—Auxiliary

C—Instrument
Lights

D—Oil
Pressure Indicator
E—Charging
Indicator

F—Temperature
Indicator

G—Fuel
Gauge Indicator
H—Instrument Voltage Regulator
13— Ignition and Starter Switch
14—
Horn
Button
15— Directional Signal Switch
16— 4-Way Flasher Switch 17—
Flasher
(4-Way)
18— Windshield Wiper Motor Switch
19—
Main
Light Switch
20—
Fuel
Gauge
Tank
Unit
21—
Back-Up
Light Switch
22—
Marker
Lamp — Red
23— Right
Tail
and
Stop
Light 24— Right Back-Up Lamp
25—
Left
Back-Up Lamp 26—
Left
Tail
and
Stop
Light
27—
Marker
Lamp — Red
28—
Stop
Light Switch
29— Foot Dimmer Switch
30— Windshield Wiper Motor Assembly
31—
Ballast
Resistor 32— Ignition
Coil

33—
Spark
Plugs and Cables 34— Temperature Sending Unit
35—
Oil
Pressure Sending Unit 36—
Horn
37— Junction Block
38—
Marker
Lamp — Amber

lions
on the terminal
posts.
Be sure
condenser
is
mounted
firmly on the distributor for a
good
ground
connection.

Should a
condenser
tester
be available the capacity for
both
F4 and Prestolite V6
condenser
should
check from .25 to .28 microfarads. In the
absence

of
tester,
check by substituting a new
condenser.

H-13. Distributor Points
a. Examine the distributor
points.
If
they
show

wear,
poor
mating, transferred metal, or pitting,

then
new
ones
should be installed. Clean the
points

with a suitable
solvent
and a stiff bristled brush.
b. Check the
alignment
of the
point
for a full,
square
contact.
If not correctly aligned, bend the
stationary
contact
bracket slightly to provide align­
ment.

c. The
contact
gap should be set at .020"
[0,508
mm.],
on the F4 and .016"
[0,406
mm.] on the
Prestolite V6. Adjustment of the gap is accom­ plished by
loosening
the lock screw and turning adjusting eccentric screw until correct gap is
secured. Be sure that the fiber block on the breaker

arm
is resting on the
highest
point
on the cam while the adjustment is
being
made. Recheck the gap
after locking the adjustment.
d. Apply a thin film of cam lubricant to the cam to
lessen
fiber block wear.
e. Using Tool C-4094, check
point
contact
spring
pressure, which should be
between
17 and 20

ounces
[0,487
a
0,567
kg.] on the F4 and 17 to 22 oz.
[0,487
a
0,624
kg.] on the Prestolite V6.

Check
with a spring scale
hooked
on the breaker

arm
at the
contact
and pull at right
angle
to the
breaker arm. Make the reading just as the
points

separate. Adjust the
point
pressure by
loosening
the stud holding the end of the
contact
arm spring
and slide the end of the spring in or out as
neces­

sary.
Retighten the stud and recheck the pressure. Too low a- pressure will
cause
engine
missing at
high
speeds.
Too high a pressure will
cause
rapid
wear of the cam, block, and
points.
180

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H

12955

FIG.
H-8—PRESTOLITE
DISTRIBUTOR—DAUNTLESS V-6 ENGINE 1—
Cap
2—
Rotor

3—
Lubricating
Wick

4—
Snap
Ring
5—
Condenser

6—
Contact
Set 7—
Breaker
Plate
8—
Cam
and Stop Plate 9—
Spring
(2)
10—
Governor
Weight

11— Cam
Spacer

12—
Gear
13—
Gear
Pin
14—
Washer

15—
O-Ring
Seal
16—
Bushing

17—
Distributor
Housing 18—
Vacuum
Chamber
19—
Washer
(Nylon)
20—
—Cap
Clamp
and Rings

21—
—Primary
Lead
22—
Washer
(outer upper,

23—
Washer
(inner upper)

2".—Drive
Shaft
H-14. Governor Mechanism
The
centrifugal advance mechanism consists of

an
automatic cam actuated by two spring con­
trolled centrifugal weights. As the
speed
of the distributor shaft increases with
engine
speed, the

weights
are thrown outward against the pull of the springs.
This
advances the cam causing the contact
points
to
open
earlier and thus advancing the

spark.
The centrifugal
type
governor should be checked for free operation. Hold the governor shaft
and
turn the cam to the
left
as far as possible

and
release it. The cam should immediately return to the original position without drag. Should a distributor
test
fixture be available it is

best
to make a check through the entire advance
range, following the instructions of the fixture manufacturer.

The
vacuum control unit is mounted separately
on the
outside
of the distributor housing on the
V6
Prestolite distributor.
The
vacuum control unit consists of an enclosed
spring-loaded diaphragm linked mechanically to the distributor. The air-tight side of the diaphragm
is connected to the intake manifold side of the

carburetor.
Under part throttle operation, the in­take manifold vacuum is sufficient to actuate the
diaphragm and cause the distributor to rotate in
its mount, thus advancing the spark and increasing fuel
economy.
During acceleration or when the
engine
is pulling heavily, the vacuum is not suf­
ficient to actuate the diaphragm and the distributor
is held in the retarded position by a calibrated

return
spring which bears against the vacuum
diaphragm.

H-15.
Distributor Removal

a.
Remove high-tension wires from the distributor cap terminal towers, noting the order in which
they

are
assembled to ensure correct reassembly.
b. Remove the primary lead from the terminal

post
at the coil.
c. Unlatch the two distributor cap springs and re­
move
the cap.

d.
Note
the position of the rotor in relation to the
base.
This
should be remembered to facilitate re­ installing and timing.
e. Remove the screw holding the distributor to the

crankcase
and lift the assembly from the
engine.

H-16.
Prestolite Distributor Disassembly

Refer
to Fig. H-8 and H-9.

a.
Remove the rotor. b. Remove the condenser.
c. Remove the distributor points.
d.
Remove nylon washer attaching vacuum ad­vance arm to breaker plate, V6 only. Remove two 181