1953 JEEP DJ ECU

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

H
require
a slight rotation of the pinion to index it
into the ring gear. When the
engine
starts the drive
pinion
will
automatically demesh from the ring
gear and return to its normal position.
H-107. Starter Solenoid Switch (Prestolite)
•
Refer to
Figs.
H-44 and H-45.

Should
a starting motor
fail
to deliver maximum power the fault may be due to
voltage
drop at the
starting switch contacts due to corrosion or
burn­

ing.
Check
the switch by comparing the
voltage

at the battery terminals and that at the starting 13407

FIG.
H-44—STARTER SOLENOID—HURRICANE
F4
FIG.
H-46—PRESTOLITE STARTER
AND SOLENOID—V-6 ENGINE
switch terminals. The
voltage
drop should not
exceed .05 volts per 100 amperes.
Should
it be impossible to file the switch contact
plates to obtain a clean
full
surface contact the
switch should be replaced.
Current
model starting switches are of the
solenoid type, mounted directly on the starting
motors.
This
type switch is energized by turning
the ignition key to the extreme right position.

Should
a solenoid switch
fail
in service it is neces­

sary
to install a new solenoid assembly,
a.
To remove the solenoid switch first remove the nut and lock washer securing the solenoid strap to the starter
post.
Then
remove nut and lock washer securing battery positive cable to solenoid
post.

Tape
end of battery cable to eliminate the pos- 207

H

ELECTRICAL
SYSTEM
sibility
of the cable shorting at the
engine
or frame.
Remove nut and lock washer securing the ignition

wire
to the solenoid
post
and remove the two screws and lock washers securing the solenoid to
the starter frame. Remove the switch,
b.
To install the solenoid switch reverse the re­

moval
procedure given above.

H-10S.
STARTING MOTOR
—
DELCO
DAUNTLESS
V-6
ENGINE

Refer
to Fig. H-45.

The
starting motor used on the Dauntless V-6 en­

gine
has an integral solenoid switch and enclosed
shift lever which first shifts the overrunning clutch
pinion into
engagement
with the ring gear on the
flywheel of the
engine
and then
closes
the electrical
circuit
to cause
engine
cranking. When the
engine

starts,
the overrunning clutch
disengages
to pre­ vent transfer of
engine
speed to the starting motor.

Note:
Should a service replacement starter motor
be required the factory recommends replacement

with
original equipment parts; however, should the need arise an existing starter motor (Delco or
Prestolite) could be replaced with the current
Delco-Remy
starter, model 1108375, with the
following modifications to the wiring harness. If
the existing starter motor wiring harness
does
not
provide a 12 ga. purple conduit wire, (connects the ignition switch to the starter motor) then a 12 ga.

purple
conduit wire 70 inches long, must be in­

stalled.
Should the existing starter motor wiring
harness
contain a 16 ga. light blue conduit wire, (connects the ignition switch and starter motor)
bend this wire back and tape out of the way.

H-109.
Starting Motor Disassembly
a.
Before removing the starting motor from the
engine, disconnect leads and cover battery lead

terminal
with piece of
hose
or tape to prevent
short circuiting.
Note
locations of wiring connec­
tions to assure proper reconnection. Remove the cap screw that secures the starting motor to the
angle bracket on the side of the engine. Remove
the two cap screws that secure the drive end of
the starting motor to the cylinder block; remove
the starting motor.

b.
Remove terminal nut and disconnect field lead,

which
passes through grommet at top of motor,
from
motor terminal of solenoid. Remove two
thru

bolts
from motor. Remove commutator end frame

and
field frame assembly from solenoid and drive assembly.
e.
Pull
out pivot pins of brush holders and remove each of two brush holder and spring assemblies

from
field housing. Remove screws which attach
brushes and leads to holders.

d.
Remove armature and drive assembly from
drive
housing. Remove thrust collar from pinion
end of armature shaft. Remove leather thrust

washer
from
opposite
end of shaft.
e. To separate drive assembly from
armature,
place

a
metal cylinder of proper size (J^" [12,7 mm.]
pipe coupling is satisfactory) over end of armature
shaft to bear against the pinion
stop
retainer. Tap
retainer
toward armature to
expose
snap ring as
shown in
Fig.
H-47. Remove snap ring from
groove
in
shaft; slide retainer and pinion drive assembly

from
shaft. Remove assist spring from shaft,

f.
Remove two screws holding solenoid switch to
drive
housing remove switch. Remove small nut

and
insulating washer from the solenoid S terminal.
Remove nut and insulating washer from the
sole­

noid battery (large) terminal. Remove two screws that attach switch cover to solenoid and remove cover for inspection of switch parts. Remove shift
lever fulcrum bolt and remove shift lever, plunger,

and
return spring.
12765
FIG.
H-47—REMOVING PINION
DRIVE
ASSEMBLY

FROM
ARMATURE SHAFT

1— XA ' Pipe Coupling

2—
Snap
Ring
and Retainer

3—
Armature
Shaft
4—
Drive
Assembly
H-110.
Starting
Motor
Cleaning and
Inspection

a.
Wipe all parts clean with clean cloths. The
arma­
ture,
field coils, and drive assembly must not be
cleaned by any degreasing or high temperature
method.
This
might damage insulation so that a
short
circuit
or ground would subsequently develop.
It
would also remove lubricant originally packed

in
the overrunning clutch so that clutch would

soon
be ruined.

b.
Carefully
inspect all parts visually for wear or
damage. Make necessary repairs or replace unserv­
iceable parts. Any soldering must be
done
with

rosin
flux.

Note:
Never use acid flux when solding any elec­

trical
connections and never use emery cloth to
clean
armature
commutator or other
electrical
units. 208

H

ELECTRICAL
SYSTEM
FIG.
H-49—INSTALLING PINION
STOP RETAINER AND THRUST

COLLAR
ON ARMATURE SHAFT
1—
Retainer

2—
Snap
Ring

3—
Thrust
Collar

4—
Drive
Assembly 5—
Retainer

6—
Groove
in Armature Shaft 7—
Snap
Ring

e. Place thrust collar on armature shaft with shoulder next to snap
ring.
Move the retainer
into contact with
ring.
Using pliers on
opposite

sides of shaft,
squeeze
retainer and thrust collar

together
until snap ring is forced into the retainer.
See Fig. H-49, right hand view.

f.
Lubricate
bearing of drive housing with silicone grease and install armature and drive assembly
in
housing.
g. If field coils were removed from field frame, position coils of replacement field coil assembly
on
pole
shoes
and mount each
pole
shoe
in field
frame
with a
pole
shoe
screw. Use care in tighten­ ing screws to avoid distortion of parts. Be certain
that screws are securely tightened. Insert ends of
field
coil
leads through rubber bushing in field
frame.

h.
Position field frame assembly over armature as­
sembly so that its dowel pin
engages
the
hole
in

drive
housing. Use care to prevent damage to brushes and brush holders. Make sure that brushes

are
properly sealed on commutator.

i.
Install
leather thrust washer on commutator end
of armature assembly.
Lubricate
bearing in com­
mutator end frame with silicone grease and position
end frame to field frame so that armature shaft
enters bearing. Secure field frame and end frame
to drive housing with two
thru
bolts. Connect field leads to motor terminal of solenoid with connect­ing nut.

j.
Whenever the starting motor is disassembled
and
reassembled, the pinion clearance should be
checked.
This
is to make sure that proper clear­
ance exists
between
the pinion and the pinion

stop
retainer when pinion is in cranking position.

Lack
of clearance would prevent solenoid starter

switch
from closing properly; too much clearance
would cause improper pinion
engagement
in ring gear.

k.
Supply 6 volts (3 battery cells or a
6-volt
bat­

tery)
between
S terminal of the solenoid and ground (starter frame).
Caution:
Do not supply more than 6 volts or the
motor
will
operate. As a further precaution to
prevent motor operation, connect a heavy jumper

wire
from the solenoid motor terminal to ground.

I.
After energizing the solenoid, push the drive as­
sembly away from the
stop
retainer as far as pos­
sible and use a feeler
gauge
to check clearance

between
pinion and retainer. See Fig. H-50. If pinion clearance is not .010" to .140" [0,25 a 3,55

mm.],
there is either excessive wear or improper as­
sembly of solenoid linkage or shift lever mechanism.
12771
FIG.
H-50—MEASURING PINION CLEARANCE
1—
Press
Rearward

2—
Pinion

3—
Retainer

4— .010* to .140* Clearance 5—
Feeler
Gauge
210

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H
Note:
Pinion clearance cannot be adjusted. If
clearance is not correct, motor must be disassem­
bled and checked for the above mentioned defects.

Any
defective parts must be replaced.
H-118. Starting Motor Test —
Genera!

To
obtain
full
performance data on a starting motor, or to determine the cause of abnormal
operation, the motor should be submitted to no-
load and locked armature
tests,
with equipment designed for such
tests.
A high-current variable resistance is required to obtain the specified volt­
age at the starting motor.
This
is necessary since
a
small variation in the
voltage
will
produce a
marked
difference in the current
drawn.

H-119.
Starting Motor No-Load Test

This
test
requires a DC voltmeter capable of
read­

ing
voltages
in a 12-volt
circuit,
a DC ammeter

with
maximum range of several hundred amperes,
a
high-current variable resistance, an rpm. in­

dicator,
and a fully-charged, 12-volt battery.

a.
Connect a jumper lead
between
S terminal
and
large battery terminal of starter solenoid.
Con­
nect voltmeter
between
either of
these
terminals (positive) and motor frame (negative, ground).

Connect
ammeter and variable resistance in series

between
positive terminal of battery and battery

terminal
of solenoid. Set up rpm. indicator to show starting motor speed.
b.
Initially,
adjust variable resistance to a value of
approximately .25 ohm. To complete the
circuit,

connect negative terminal of battery to motor

frame.
Adjust variable resistance to obtain a volt­ meter reading of 10.6 volts;
note
speed of starting motor and ammeter reading. Motor speed should
be
6750
to
10,500
rpm.; ammeter reading should
be 50 to 80 amperes.
c. Rated speed and current indicate normal condi­
tion of the starting motor. Low speed and high
cur­
rent
may show friction; this could be caused by
tight, dirty, or worn bearings, bent armature shaft,

or
a
loose
field
pole
shoe
dragging against the

armature.
It could also be caused by a short-cir­ cuited armature, or by grounded armature or field
coils.

d.
Failure
to operate and high current indicates

a
direct short circuit to ground at either the battery

terminal
or field coils.
e.
Failure
to operate and no current are usually
caused by broken brush springs, worn brushes, high insulation
between
commutator
bars,
or
some
other
condition preventing
good
contact
between
the brushes and commutator. It can also be caused by
open circuit in either the field coils or armature coils.
f. Low speed and low current show high resistance due to poor connections, defective leads, dirty com­
mutator, or one of the conditions mentioned in e,
above.
g. High speed and high current indicates a short
circuit
in the field coils. H-120-
Locked
Armature Test

This
test
requires a DC voltmeter with range ap­

propriate
to read
voltages
in a 12-volt
circuit,
a DC
ammeter with maximum range of several hundred
amperes, a high-current variable resistance, a
clamping fixture to lock
together
the motor shaft

and
case, and a fully-charged 12-volt battery.

a.
Connect a jumper lead
between
S terminal and
large battery terminal of starter solenoid. Connect
voltmeter
between
either of
these
terminals (posi­
tive) and motor frame (negative, ground). Connect
ammeter and variable resistance in series
between
positive terminal of battery and battery terminal
of solenoid.
Install
clamping fixture to lock motor
shaft and case
together
securely.
b.
Initially,
adjust variable resistance to approxi­
mately .05 ohm. To complete the
circuit,
connect
negative terminal of battery to motor frame. Ad­

just
variable resistance to obtain a voltmeter
read­
ing of 4.0 volts. Ammeter reading should be 280
to 320 amperes.

H-121.
Solenoid Starter Switch — Delco

The
solenoid-type switch is mounted directly on
the starting motor.
This
type of switch is energized
by turning the ignition key to the extreme right position. Should the solenoid switch
fail
in service

it
is necessary to install a new assembly.

Should
a starting motor
fail
to deliver maximum power the fault may be due to
voltage
drop at the

starter
switch contacts due to corrosion or burning.

Check
the switch by comparing the
voltage
at the
battery across the terminals. The
voltage
drop
should not exceed .05 volts per 100 amperes.
In
order to remove the starter solenoid, it is neces­

sary
to remove the starter assembly.

H-122.
ELECTRICAL
INSTRUMENTS

H-123.
Fuel
Gauge —
CJ-3B

The
fuel
gauge
circuit is composed of the indicating

unit,
mounted on the instrument panel, and the
fuel tank unit, connected by a single wire through the ignition switch.

Should
the
gauge
fail
to register, check all wire con­ nections to be sure they are tight and clean; also
be sure both units are well grounded. If, after this
check, the
gauge
does
not indicate properly, remove
the wire from the tank unit and connect it to a
new tank unit which must be grounded to the tank

or
frame for
test.
Turn
the ignition switch "ON"
and
move
the float arm through its range of travel,
watching the dash unit to determine if it indicates
correctly.
If it fails to do so the trouble is probably

in
the dash unit and it should be replaced.

Should
a new tank unit be unavailable for this
test,
disconnect tank unit wire at the instrument panel

gauge.
Connect one lead of a 12 V, 1 CP
test
light
to the instrument panel unit terminal and with the
ignition switch
"ON"
ground the other lead. If the
unit is operating correctly the pointer
will
move

approximately three-quarter across the
dial.
Do not attempt to repair either unit; replacement
is the only precedure. 211

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL
H
FIG.
H-59—HEAD LAMP

1—
Door

2—
Retaining
Screw

3—
Retaining
Ring

4—
Sealed
Beam
Unit
5—
Mounting
Ring

6—
Adjusting
Screw 7—
Housing

8—
Wires

9—
Door
Screw 310669
to cross the vertical
tapes
at the measured height
of each lamp center respectively.

g.
Remove the head lamp doors.
h.
Clean
the head lamps.

H-132.
Aiming Head Lamps

a.
Turn
the headlights on low beam. Cover the lamp not being aimed. Be sure to use the horizontal reference line on the screen that is the same dimen­
sion as the vehicle lamp height.
b.
Turn
the vertical aiming screw counterclock­
wise until the lamp beam is considerably lower

than
the horizontal reference line on the screen.
Then,
turn
the screw clockwise until the top
edge

of the high intensity
area
is even with the horizontal

line.
See Fig. H-60.
I
(T)

JT)

1'.'' | '':'
11460

FIG.
H-60—HEADLIGHT AIMING
CHART
1—
Vertical
Tape,
Left
Lamp
Center

2—
Vehicle
Centerline

3—
—Vertical
Tape,
Right
Lamp
Center
4—
Zone
of Greatest Intensity
5—
2
*
(Two Inches)
6— 25'0
'
7—
2
*
(Two Inches)
8—
Height
of
Lamp
Centers
9—
Horizontal
Tape

Note:
Always bring the beam into final position
by turning both aiming screws clockwise so that
the unit is held under proper tension when the operation is complete.

c. Turn
the horizontal aiming screw counterclock­
wise until the beam is off.
Then,
turn
the same
screw
clockwise until the
left
edge
of the high
intensity area is 2" [5,08 cm.] to the right of the
lamp center line. See Fig. H-60.

d.
Cover the lamp that has been aimed and aim
the other lamp using the same procedure.
e.
Carefully
reinstall the head lamp doors.

H-133.
Parking
and
Turn Signal Light
The
parking lights are mounted in the radiator

guard
panel just below the headlights. These lights

are
on only when the main switch control knob is
pulled
out to the first notch.

To
replace a parking lamp, remove two screws allowing the lens and colored reflector to be re­
moved. Replace the lamp, which is recessed back

in
the housing.

If
the
complete
parking light assembly is to be
removed for service or replacement, disconnect the

wire
plug at the back of the housing.
Then
remove
the nuts and lock washers securing the parking light assembly and remove out the front of the

panel.

H-134. Tail, Stop
and
Turn Signal Light

Refer
to Fig. H-57 and H-58.

The
tail
lights are mounted in the
rear
corner
posts

of the body. They are on whenever the main switch
control
knob is pulled out to any position.

a.
To replace a lamp, remove the snap ring on

early
models
and remove the lens; on late
models
remove lens screws, lens and gasket.
Clean
lens
and
reflector before replacing.
b. To remove the parking and
tail
light housing,
disconnect wiring, remove the two nuts and lock
washers securing
tail
light assembly to body and remove from
rear
of body.

H-135-
Backup Lights •
Refer to Fig. H-61.

The
backup lights on late production vehicles are located on the
rear
of the vehicle directly below
the
tail
light. The backup lights are actuated
through a switch when the ignition is on and the

transmission
is in reverse. 215

'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

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

H

a
0"—®
FIG.
H-67—-TWO-SPEED
WIPER
MOTOR

1—
Brush,
Commutator — Grounded - includes Terminal

2—
Spring,
brush — Commutator
3—
Insulation
Grommet, Cable

4—
Nut,
Locking
— Set Screw
5— Screw, Set — armature End Play
6—
Bearing,
Gear
Shaft
7—
Spring,
Parking Brush 8—
Brush,
Parking
9—
Nut
& Lockwasher,
Drive
Arm

10—
Screw, Securing —
Drive
Arm

11—
Arm,
Drive

12—
Screw, Fastening — Mounting
Plate

13—
Gasket,
Mounting
Plate

14—
Plate
Assembly, Parking

15—
Washer, Bowed
16—
Gear
Assembly

17—
Brush,
Commutator — Insulated

18—
Armature
Assembly

19—
Thru
Bolt,
Fastening — Motor Assembly

20—
Cap Assembly, End — includes Bearing

21—
Disc,
Thrust H-150. Major
Electrical
Component
Replacement

•
Prestolite and Delco-Remy Components

a.
Some
Prestolite and Delco-Remy electrical
components may be intermixed on a vehicle as an
approved production practice. No attempt should
be
made
to convert to a complete Prestolite or Delco-Remy system. Prestolite components should
be replaced by Prestolite components and Delco- Remy components should be replaced by Delco-
Remy components insofar as
availability
of re­ placement components
will
allow.
In
those
cases,

however, where a component is being replaced
with

one produced by the other manufacturer, make
certain factory approved service instructions are

followed
during
these
installations.
b. Distributor — No special instructions are re­

quired
for interchanging Prestolite and Delco-
Remy distributors on V6 models.
c. Starting Motor — Special instructions are re­
quired
for interchanging Prestolite and Delco-
Remy starting motors. See note
following
Par.
H-108. 219

CLUTCH

is deeply scored or grooved, the part should be

replaced.

b. Inspect driven plate for wear or damage to fac­
ings,
loose
rivets, broken or
loose
torsion springs,

and
flattened cushion springs. If facings are worn
near
rivets or are oily, replace the plate assembly.

A
slight amount of oil on clutch facings
will
cause

clutch
grab and chatter; excessive oil on facings

will
cause slippage. It is not practical to remove
oil
with solvents or by buffing since oil
will
con­
tinue to bleed from facing material when hot. If
oil
is found on driven plate facings, examine trans­
mission drainback hole, pilot bushing,
engine
rear

main
bearing and other points of possible oil leakage. Test the fit of driven plate hub on trans­
mission main drive gear for an easy sliding fit.
c. Inspect clutch release bearing for scoring or ex­ cessive wear on front contact face. Test for rough­

ness
of balls and races by pressing and turning
front race slowly. Inspect main drive gear pilot
bushing in crankshaft. Replace bushing if it is rough or worn. Regardless of whether the old plate

or
a new plate is to be installed, check the plate
for runout. Slide the driven plate, front side first,
over the transmission main drive gear shaft so that

it
is tight on the spline. Index a
dial
indicator to the plate facing as shown in
Fig.
1-9. While holding

firmly
against front end of main drive gear, to take up play in main drive gear bearing, slowly
rotate driven plate and observe the amount of
run­

out shown by indicator. If runout of front facing
exceeds
.025" [0,635 mm.], replace the plate. It
is not practical to correct excessive runout by bending. 12769

FIG.
1-9—RUNOUT
CHECK
—
CLUTCH
PLATE
1—
Front
Facing
(Flywheel
Side)

2—
Dial
Indicator
Set
d.
Check
clutch pilot bushing for excessive wear

or
damage. Replace pilot bushing, if necessary, with

special
removal and installation
tools.
(See
Figs.

1-6 and 1-7). 1-13.
SERVICING
CLUTCH
PRESSURE
PLATE
AND

DISC
—
BORG
&
BECK
V6
(Late
Models)

The
Borg & Beck clutch is a single plate, dry disk
type. It provides smooth
engagement
of
engine
power to the wheels. The clutch consists of a pres­

sure
plate assembly with pressure springs and
release levers, and driven plate assembly. The
driven
plate assembly
uses
spring center vibration
neutralizes and two flexible facings.

The
clutch driven plate is spring cushioned with a facing riveted to both sides. The coil springs around
the hub absorb the power shocks and cushion the

driving
mechanism. The clutch throw-out bearing is of the
ball
type, packed at time of manufacture,

and
requires no further lubrication.
No adjustment for wear is provided in the clutch itself. An individual adjustment is built into the
clutch
cover to adjust the height of the release
levers.
This
adjusting nut is locked in position

and
should never be disturbed unless the clutch assembly has been disassembled for the replace­
ment of worn parts or to correct the height of the release levers.

When
the clutch pedal is depressed (disengaged),
the release bearing is moved toward the flywheel
and
contacts the inner ends of the release levers.

Each
lever is pivoted on a floating pin which re­
mains stationary in the lever and rolls across a short flat portion of the enlarged
hole
in the eye-
bolt. The outer ends of the
eyebolts
extend
through
holes
in the stamped cover and are fitted

with
adjusting nuts to secure the levers in the
correct
position. The outer ends of the release levers

engage
the pressure plate lugs by means of ful-
crums,
which provide knife-edge contact
between

the outer ends of the levers and the lugs as shown
in
Fig.
I-10. 12190

FIG.
MO—CLUTCH
LEVER
POSITIONS
A—Clutch
Engaged
B—Clutch
Disengaged 1-14.
Clutch
Pressure Plate Adjustment

The
clutch pressure plate adjustment must be
checked before installing a new or reconditioned

clutch.
The proper spacer thickness and
gage
length for a particular clutch is listed in Par. 1-30.
Use
Clutch
Adjusting
Fixture
W-296. If the W-296
fixture is not available one can be fabricated as
described in Par. 1-26. 230