1953 JEEP DJ tow

o
STEERING SYSTEM
FIG.
0-3—FRONT
WHEEL
TOE-IN
1—
Toe-in
Angle

2—
Vertical
Line
In
the absence of a wheel aligning fixture, toe-in

may
be set by measuring
between
the front wheels
at the
edge
of the rim, at the flange or at the tire
tread
center. When making this adjustment the
wheels must be in a straight ahead position.
It
is highly important that toe-in be checked regu­

larly
and if found to be out of adjustment, correc­ tion should be made immediately.

The
correct toe-in of
these
models is found in the
specifications at the end of this section.
0-8. Toe-in Adjustment
The
toe-in may be adjusted with a line or straight

edge
as the vehicle tread is the same in front and
rear.
To set the adjustment both tie rods must be
adjusted
as outlined below:
Set the tie rod end of the steering bell-crank at
right
angles with the front axle. Place a straight

edge
or line against the left
rear
wheel and left front wheel to determine if the wheel is in a straight

ahead
position. If the front wheel tire
does
not touch the straight
edge
at both the front and
rear,

it
will
be necessary to adjust the left tie rod by loosening the clamps on each end and turning the
rod
until the tire touches the straight
edge.

Check
the right hand side in the same manner, ad­

justing
the tie rod if necessary, making sure that the bell-crank remains at right angles to the axle.

When
it is determined that the front wheels are in the straight ahead position, set the toe-in by short­
ening each tie rod approximately one-half
turn.

0-9.
Front
Wheel
Camber
The
purpose of camber Fig. 0-4, is to more nearly
place the weight of the vehicle over the tire con­ tact on the road to facilitate
ease
of steering.

The
result of excessive camber is irregular wear of
tires on outside shoulders and is usually caused by
bent axle parts.

The
result of negative or reverse camber, if ex­
cessive,
will
be
hard
steering and possibly a wan­

dering
condition.
Tires
will
also wear on inside shoulders. Negative camber is usually caused by
excessive wear or
looseness
of front wheel bearings, axle parts or the result of a sagging axle.

Unequal
camber may cause any or a combination
of the following conditions: unstable steering, wan- 11894-

FIG.
0-4—WHEEL CAMBER

1—Vertical
Line
2—Camber Angle
dering,
kick-back or road shock, shimmy or exces­
sive tire wear. The cause of unequal camber is usu­
ally
a bent steering knuckle or axle end.
Correct
wheel camber is set in the axle at the time
of manufacture and cannot be altered by any ad­
justment. It is important that the camber be the same on both front wheels. Heating of any of
these
parts
to facilitate straightening usually destroys
the heat treatment given them at the factory.
Cold
bending may cause a fracture of the steel and is also
unsafe. Replacement with new parts is recom­ mended rather than any straightening of damaged

parts.

O-10.
Axle
Caster Caster
angle is established in the axle design by
tilting the top of the kingpin toward the
rear
and
the
bottom
of the kingpin forward so that an

imaginary
line through the center of the kingpin
would strike the ground at a point ahead of the point of tire contact.
FIG.
0-5—AXLE
CASTER

1—
Vertical
Line

2—
Caster
Angle
316

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

D
©—P3
10789

FIG.
0-8—STEERING TIE ROD
1—
Cotter
Pin 6—Lockwasher

2—
Nut 7—Left Tie Rod

3—
Dust
Cover
8—Lubrication
Fitting
4—
Left
Socket 9—Left Socket (For Right Tie Rod) 5— Nut 10—Right Tie Rod 11—
Right
Socket

12—
Bolt

13— Tie
Rod
Clamp

0-17.
Tie Rod
Removal
First
disconnect and remove the steering tie rod

from
the bellcrank. Refer to Fig. O-l. The tie
rod
can then be removed by removing the cotter
pins and
nuts
at the
ends.
To remove the tie rod

from
the steering knuckle arms, use a puller or
expansion
fork.
Then
separate
the
joint
seals
and
fittings,
if
necessary.
The tie rod
sockets
can be
removed by loosening the
nuts
on the clamp bolts
and unscrewing the
sockets
from
the tie rod
tubes.

Refer to Fig. 0-8. When installing the
components

of
the steering linkage, new
seals
should be in­ stalled as
necessary.
All
nuts
should be torqued 38
to 42
lb-ft.
{5,2 a 5,8
kg-m.],
and new cotter pins
installed.
If the bellcrank was removed, the
steer­

ing
bellcrank nut should be torqued 70 to 90
lb-ft.
[9,7
a 12,4
kg-m.].

0-18.
Steering
Bellcrank
Service
Refer to Fig. 0-9.
The
assembly
and adjustment of this unit is ex­
tremely important; the information outlined below must be
followed
carefully whenever servicing the
bellcrank
assembly
on late model vehicles.
A
service kit
Part
No. 991381 containing the
bell­

crank shaft, bearings,
seals,
bolt, nuts, and
washer
is
available for servicing this
assembly.
Be certain that all
parts
are installed in their proper position.
When assembling the parts, be
sure
the new
bear­

ings in the bellcrank are positioned
Y%"
[3,175 mm.]
below the
surface
of the bellcrank
face
as shown. The
bearings
have
a
light
press"
fit that
will
hold
them in
place
after locating them in the proper
position.
Finally, when installing
washers,
the
chamfer on the
washer
must be installed toward
the bellcrank.

After
completing the
assembly,
and before attach­

ing
the connecting
rods
to the bellcrank levers,
make
your
final
adjustment to the
assembly
as

follows:

a.
With
the W [11,113 mm.] diameter clamp bolt
loosened, adjust the locknut on the end of the
bell­
crank shaft
until
the bellcrank just
rotates
freely

without
a bind.

Note:
On early model vehicles using bellcrank kit

Part
No. 920556, torque the bellcrank shaft nut
(Fig.
O-l #14) 70 - 90
lb-ft.
[9,7 a 12,4
kg-m.].
319

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

P h.
Install
the tube seats, flat side toward the check

valve,
and press in with tube nuts or the master

cylinder
brake pipe tube nuts.

BLEEDING
a.
Before the master cylinder is installed on the
car,
the unit must be bled.

b.
Support the cylinder assembly in a vise and

fill
both fluid reservoirs with approved brake fluid,

e.
Loosely install a plug in each
outlet
of the

cylinder.
Depress the push rod several times until

air
bubbles cease to appear in the brake fluid.

d.
Tighten the plugs and attempt to depress the piston. The piston travel should be restricted after
all
air is expelled.
e.
Install
the master cylinder on the car and bleed
the hydraulic lines at the wheel cylinder. Refer to
Par.
P-7.

P-21.
Wheel
Cylinder
Reconditioning
•
Refer to Fig. P-15.
Note:
Make sure a replacement brake cylinder
has the same part number as the original cylinder.

FIG.
P-15—WHEEL
BRAKE CYLINDER
1— Boot

2—
Piston

3—
Cylinder
Cup
4—
Cup
Spring
5—
Cylinder

6—
Bleeder
Screw
a.
To remove a wheel cylinder,
jack
up the vehicle

and
remove the wheel, hub, and
drum.
Disconnect
the brake line at the fitting on the brake backing
plate. Remove the brake
shoe
return spring which

will
allow the brake
shoes
at the toe to
fall
clear of the brake cylinder. Remove two screws holding
the wheel cylinder to the backing plate.
b.
Remove the rubber dust covers on ends of

cylinder.
Remove the pistons and piston cups and
the spring.

c.
Wash the parts in clean alcohol.

d.
Examine the cylinder bore for roughness or
scoring.
Check
fit of pistons to cylinder bore.
e. When reassembling the cylinder, dip springs, pistons and piston cups in brake fluid.
Install

spring
in center of the wheel cylinder.
Install

piston cups with the cupped surface towards the

spring
so that the flat surface
will
be against
the piston.
Install
pistons and dust covers.
f.
Install
wheel cylinder to the backing plate and connect brake line and install brake
shoe
return

spring.

g. Replace wheel, hub, and
drum.

h.
Bleed the brake lines (Par. P-7).

P-22. TROUBLE
SHOOTING

P-23.
Squeaky
Brakes

In
most cases, squeaks are entirely eliminated by

correct
adjustment of the brakes. Squeaks may be
caused however, by glazed linings, lining wore thin
to the point of
exposed
rivets or by vibration. A

drum
will
not vibrate when the brake is securing

uniform
contact over the entire lining surface, ex­
cept when due to improper conditions such as the
linings becoming glazed.
Glazed
surface of the

brake
linings may be removed by a stiff
wire
brush.
Occasionally
squeaks are caused by roughened
sur­

face of the
drum,
which can usually be remedied
by rubbing down with emery cloth and by wiping
the brakings surface clean. In extreme cases it may
be necessary to reface the drum in a lathe. Should
this be done, do not remove a metal thickness greater than .030" [0,762 mm.] - .060" [1,52 mm.]

overall
diameter.

P-24. Rattles
in
Brakes

See that the tension of the springs in the brakes

and
attached to the control system are sufficient to

return
brakes and brake mechanism to their normal
position.
Return
springs are so placed that they
keep all slack out of the control system by tension on all joints.

Brakes
will
not rattle inside the
drum
if the springs
holding the
shoes
are kept at the proper tension. 333

'Jeep'
UNIVERSAL SERIES SERVICE
MANUAL

u
MISCEIiLaNEOUS

Contents

SUBJECT
PAR.

Abbreviations
U-15
Extra
Equipment U-2

Front
Bumper Weight U-9
Governor
U-3

Governor
Adjustment U-4

Governor
Maintenance. U-6

U-1. GENERAL

Miscellaneous information included in this sectioi
includes coverage of extra equipment, special
tools,
torque specifications, and charts and tables.

U-2. EXTRA
EQUIPMENT

Much
of the utility of the
*
Jeep*
Universal
is due to
the extra equipment which has been designed to adapt it for farming and industry. The mainte­
nance and use of
some
of this equipment is out­
lined
in this section.

U-3.
Governor Assembly

The
Novi governor is supplied for models equipped

with
the F4 engine.
This
is a centrifugal type governor and is illustrated in Fig. U-2. Complete

installation
instructions are supplied with each
assembly. Adjustment and operating procedures

are
given below.

U-4.
Governor Adjustment

a.
Adjust the carburetor to obtain smooth
engine

idle at 600 rpm., then
stop
the engine.
b.
Check
throttle linkage to ensure maximum
throttle opening. Be certain that throttle and
governor linkage is free.

c.
Place the carburetor throttle in wide-open posi­ tion and
pull
the governor control handle out to
the last notch. Adjust the governor to bellcrank

rod
so that the linkage
will
hold the carburetor
throttle in wide-open position.

d.
Close the governor control and start the
engine

Again
pull
the control out to the last notch and

adjust
the length of the cable at adjusting yoke so
that the
engine
will
run at
2600
rpm. Close the

control
to recheck the linkage for free action and
to make sure the
engine
will
return to 600 rpm.
idle speed.

If
the
engine
runs faster than this speed,
loosen

the lock nut which locks the governor hand control
handle on the dash to the rod and back off the
handle until the carburetor idle speed adjusting

screw
bears on the stop. Tighten the lock nut.
In
the absence of electrical tachometer equipment,

engine
speed may be determined by the speedom­
eter. Safely
jack
up the
rear
wheels and be sure the front wheel drive is not
engaged.
When driving
the
rear
wheels in high or direct transmission gear,
the
speedometer
will
read from 13j^ to 15 mph. [21.6 to 24.0 kph.] at an
engine
speed of from 900
to 1000 rpm.
SUBJECT
PAR.

Heater
U-10 Miscellaneous Data U-16

Pintle
Hook 1X7
Special
Tools. U-ll
Torque
Specifications U-13, 14, 15

Standard
and Recommended Tools
j.
.U-12

U-5.
Novi Governor Operation /

The
Novi governor is directly belted to the F4

engine
as no clutch is provided to disconnect the
drive.

To
operate the vehicle
WITHOUT
governor con­
trol,
push the governor hand control all the way
IN
against the instrument panel.

To
operate the vehicle
WITH
governor control,

pull
the governor hand control handle out. The
hand
control has nine notched positions. Pulling the

control
out to the first notch
sets
the controlled

engine
speed at approximately 1000 rpm. and each successive notch increases the speed 200 rpm.

until
2600
rpm. is reached in the ninth notch. The

hand
control may be released by turning the han­ dle one-quarter
turn
in either direction.

When
the
engine
is being operated under governor

control
(hand control out) the controlled
engine

speed may be
exceeded
at any time by depressing
the
foot
accelerator in the conventional manner to
secure a greater carburetor throttle opening than
that determined by the governor hand control
setting.

U-6.
Governor Maintenance

The
belt tension may be adjusted by raising or
lowering the governor in the slotted
holes
in the mounting bracket. Keep the pulleys and belt free
of
dirt
and oil. Belt slippage
will
affect governor
operation and a tight belt may cause
rapid
wear
of the governor shaft and bearings. Adjust it to
allow Yi' [12,7 mm.] depression midway
between
the pulleys with thumb pressure.
There
is little wear of the internal parts for they
operate in oil. The governor housings are equipped

with
both
fill
and
drain
plugs and also with level

indicating
plugs.
Check
the oil level at each vehicle
lubrication
and change the oil each time the en­

gine
oil is changed using the same grade oil used

in
the engine.

Caution:
Do not
fill
the governor housing above
the level plug. Overfilling
will
prevent governor
control
and possibly cause damage to governor in­

ternal
parts. The capacity of
these
governors is two fluid ounces [59,15 cm3]. The filler plug is
also a vent which should be cleaned thoroughly at
each oil change to be sure that the vent operates.

U-7.
Pintle Hook

The
standard type pintle hook, Fig. U-1, affords a
safe, easy hitch for towing a
trailer
or other vehicle. 357

u

MISCELLANEOUS
U-16. MISCELLtflNEOUS DATA

DRAW
BAR
PULL

The
power plant of the 'Jeep* Universal is particularly well adapted to the great variety of ap­
plications. For higher speed highway use, and draw bar
pull
requirements for towing loads, the

full
engine
power is available; for power take-off shaft and pulley drive, the
full
engine
torque
(turning
effort) is available.

Draw
bar
pull
is the force exerted by a vehicle to tow a trailed load and is expressed in pounds.

For
continuous
agricultural
work, the maximum draw bar
pull
should be limited to 1200 pounds [544 kg.]. The 'Jeep' Universal is capable of much higher draw bar pulls than the 1200 pounds
approved for continuous service, which may be used for starting loads or towing loads for short
periods on
good
ground in which case a draw bar
pull
as high as 1800 pounds [817 kg.] may be
safely used.

Maximum
continuous draw bar pulls are most
often
encountered in plowing, disking and
har­

rowing
and it is in
these
applications that the owner should guard against continuously exceeding
the recommended limit.

The
approved limit of 1200 pounds [544 kg.] may be judged by the following operations which

nearly
approach this limit:

Operating
two 12 inch [30,5 cm.] plows at a depth of 6)4 inches [16,5 cm.] in dry clay loam.
Operating
a 7
foot
[2,13 meter] tandem disk at a depth of 4j^ inches [11,4 cm.] in
hard

winter
packed soil.

Operating
a 3-section spring
tooth
harrow at a depth of 5 inches [12,7 cm.] in soil which
has been previously disked.

It
is expected that, either on account of soil conditions or implement adjustments,
these
draw

bar
pulls
will
be exceeded. In
these
instances, tire slippage provides an inherent safeguard against
overloading. Do not add weight, other than the standard bumper weight, to increase draw bar
pull.