1953 JEEP DJ oil type

N

REAR
AXLE

14153

FIG.
N-8—REMOVING FLANGED
AXLE
SHAFT

1—
Flange
Adapter Tool W-343

2—
Tool
C-637

3—
Axle
Flange nuts attaching backing plate and retainer to axle
tube flange.
e. Attach axle shaft adapter tool W-343 and slide

hammer
handle C-637 to axle shaft flange and re­
move
axle shaft, as shown in Fig. N-8.

Caution:
Should a bearing disintegrate on the
axle shaft because of inadequate lubrication, the axle shaft and housing assembly must be carefully inspected for possible damage before new parts are

installed.

If
the bearing
cone
(inner race) is seized (cold
welded)
onto
the axle shaft due to excessive over­ heating, the axle shaft must be discarded and a new
axle shaft and bearing assembly installed.

Note:
Make certain the bearing cup has been
removed from the axle housing.
f. Remove axle shaft oil seal from axle housing tube using tool C-637.
g. Wipe axle housing tube seal bore clean and in­
stall
a new oil seal using driver tool W-186, as shown in Fig. N-l7.
N-4.
UNIT BEARING

Basically,
there are five parts to a Unit Bearing assembly: the cup, or outer race, the cup
ring,

the cone, or inner race, the tapered rollers which

roll
freely
between
the cup and cone, and the
cage

which
serves as a retainer to maintain the proper spacing
between
the tapered rollers grouped around
the cone.

When
the bearing is manufactured, the cup and
rib
ring are bonded
together
with an adhesive to
facilitate bearing handling and installation. Since the cup and rib ring are clamped
together
in the axle housing, there is no need for a permanent
bond. When the bearing is serviced the cup
will

usually
be separated from the rib
ring.

The
bearing is held on the shaft by the press fit of the
cone
plus the press fit of the retainer
ring.

The
cup and rib ring are clamped
together
in the axle housing through the outboard seal by the re­

tainer
plate. The outboard seal wipes on the rotat­ ing axle shaft and at the same time functions as a
static seal to prevent lubricant from escaping be­
tween the housing and the seal outside diameter.
It's
important to
note
that the seal serves also as

a
"spacer" or "filler" in the clamp-up of the bearing

in
the axle housing.

Note:
All Unit Bearings are manufactured with

built-in
adjustment for axle shaft end play. No adjustment shims are necessary when installing a
flange type axle shaft.

N-5.
Servicing Unit Bearing

The
Unit
Bearing
assembly should be serviced each
12,000
miles [
19,200
km.] with bearing cleaning,
inspection and relubrication. The Unit Bearing re­
quires
little attention while in service if the bear­
ings have been properly installed and are ade­
quately lubricated.
•
Cleaning and Inspection

a.
The Unit Bearing assembly should not be re­ moved from the axle shaft unless the outer seal is defective, the retainer plate is distorted or damaged,

or
the Unit Bearing is defective.

Should
it be necessary to remove the Unit Bearing

from
the axle shaft for any of
these
reasons, refer
to Par. N-7 for proper Unit Bearing removal.

b.
Clean
bearing cup with solvent and inspect cup
for any possible wear, nicks or damage.

c.
The bearing assembly can be cleaned in place
on the axle shaft. Use cleaning solvent and a stiff

bristle
brush to
loosen
the old grease. To assure
removal
of old grease and any contamination that
might be present, use compressed air. Air should be directed at the bearing assembly so that it
goes

through the bearing from one end of the rollers to the other. It is important not to "spin dry" the

bearing
with compressed
air.
Spinning the dry bear­ing may score the raceways and rollers due to
lack

of lubricant.

d.
Use cleaning solvent to clean out the bearing

and
oil seal bore in the housing. Wipe the area
clean
making sure it is free from old grease or other
contamination that might be present.
FIG.
N-9—LUBRICATING BEARING

290

N

REAR AXLE
N-l2.
Differential Case
Disassembly

Refer
to
Fig.
N-3 and N-7.

a.
Remove
the
axle shafts. Refer
to
Par.
N-ll for

rear
axle removal
and
Par.
M-4 for
front axle
re­

moval.

b.
Remove
the
housing cover
and
four
cap
screws
holding
the two
differential side bearing caps
in

position. Make sure there
are
matching letters
or
some
type
of
identification marks
on the
caps
and

housing
so
that each
cap can be
reinstalled
in the

same position
and
location from which
it is re­

moved.

c.
Use
Spreader W-129,
as
shown
in
Fig. N-l9,
to

spread
the
housing.
Install
Hold-Down Clamps
W-129-18.
if
available,
to
keep
the
spreader
in
position.
Clamp
on a
dial
indicator.
From
the
side,
measure
the
carrier
spread.
Do not
spread
the
car­
rier
more than
.020"
[0,508
mm.].

d.
Remove
the
dial
indicator.
FIG.
N-19—DIFFERENTIAL
CARRIER
SPREADER

TOOL
W-129

1—
Spreader
W-129

2—
Dial
Indicator
and
Pointer

3—
Dial
Indicator
Clamp
Note:
When removing
the
axle differential from
the
rear
axle housing,
use
Spreader Tool
No.

W-129.

e.
Carefully
pry the
differential case
loose,
using

pry
bars
at the
heads
of the
ring gear
bolts
and

carrier
casting.

f.
Remove spreader immediately
to
prevent
the
possibility
of the
carrier
taking
a set.

g. Remove
the
screws holding
the
ring gear
to the

differential
case.

h.
With
a
small punch,
as
shown in
Fig.
N-20, drive
out
the
lock
pin.
FIG.
N-20—REMOVING
LOCK
PIN

i.
Remove
the
differential shaft
and
thrust block.

Note:
Thrust
block used with semi-float tapered
axle shaft only. Refer
to
Fig.
N-3.

j.
Carefully
so as not to
lose
the
thrust washers,
remove
the
differential pinion gears.

k.
With
Tool C-3281
to
hold
the
shaft
as
shown

in
Fig.
N-21,
remove
the nut.
With
Puller
W-172

remove
the
yoke
as
shown
in
Fig. N-2
2.

I.
Using
a
rawhide hammer, drive
on the end of

the pinion shaft
to
force
the
pinion
out of the

differential
housing.
FIG.
N-21—END
YOKE
HOLDING WRENCH

1— Nut

2—
Wrench
C-3281

3—
Yoke
Note:
Pinion bearing adjusting shims
may
remain
on
the
pinion shaft; stick
to the
bearing which
is
still
in the
housing;
or
fall
out
loose.
These shims
should
be
collected
and
kept
for
reassembly.

m.
Remove outer pinion bearing
cone,
baffle
and

oil
seal
by
using
a 2" x 2"
piece
of
hardwood
or a
length
of
pipe
and
drive
out
through
the
neck
of

the
carrier
housing.
Discard
seal. 294

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

N

13189

FIG.
N-36—PINION
SHAFT OIL
SEAL
INSTALLER
1—Tool
W-147
p.
Remove
the
sleeve
previously installed in
place

of
the yoke. Install the oil
seal
with
Tool
W-147 shown in Fig. N-36.
q. Install the yoke
with
Flange
Installer W-162,
as shown in Fig. N-3 7.

r.
Install pinion nut and cotter pin.
s. Install axle
shafts
and housing cover.
N-20.
POWR-LOK
DIFFERENTIAL

As
optional equipment, Powr-Lok was previously available on all
Jeep
Universal
models
equipped
with
semi-float
tapered
axle
shafts.
The Powr-Lok

differential
may be identified by a tag located on
the opposite
side
of the differential housing
from
the ratio tag (Fig. N-2) and
stamped
with
either a "T" or
with
the words, "USE
LIMITED
SLIP
FIG.
N-37—YOKE INSTALLING TOOL
DIFF.
LUBE
ONLY."
This differential is available

for
rear
axles
only.
Whenever a
replacement
or conversion Powr-Lok
differential
is to be installed in an axle which has

been
previously in
service
and acquired mileage, be
sure
to record the amount of backlash
between

the ring
gear
and pinion at the time of
disassembly.

When the axle is again
assembled
the ring
gear
and pinion must be set to this
same
amount of
back­

lash.

Axle
ratios and
speedometer
gear
application is very important. In
like
model
axles,
the ratio may
be
changed
by simply changing to the desired ring
gear
and pinion;
except
in the
case
of the
3.73:1

or higher ratios. When changing
from
a
3.73:1
or higher to 3.54 or lower ratio, or vice
versa,
the
differential
case
must
also
be
changed
on a
stand­

ard differential
assembly,
and the differential as­ sembly,
less
ring
gear
and pinion, when a Powr-Lok

differential
assembly
is involved. When changing
from
any ratio to
another,
it
will
also
be
necessary

to
change
speedometer
gears.
Speedometer
gears

for
Powr-Lok and
standard
differentials of the
same
ratio, are
interchangeable.
A complete
rear

axle
assembly
replacement
is
necessary,
if a con­
version
from
one type of differential
assembly
to
another
is desired.
Note: Powr-Lok differentials use a special
lubri­

cant.
Refer to the Lubrication Chart.

N-21.
Trouble Symptoms and
Possible
Causes
If
noises
such
as
chatter
are
detected,
when turning
a corner, the probable
reason
for this is that incor­
rect
gear
lubricant has
been
installed in the axle.

Axles
equipped
with
a
limited
slip differential require special lubricant. Refer to Lubrication
Sec­

tion,
Par. B-52.
Note: It may be
necessary
to use an additive to
attempt to eliminate
chatter.
If this is not
success­
ful
then
disassembly
and inspection of the differen­

tial
becomes
necessary.

Warning:
Extreme
care
must be exercised on a
Powr-Lok
equipped vehicle to be
sure
the transmis­
sion is in the neutral position
whenever
the
engine

is
started
with
one wheel jacked up. Otherwise the
vehicle may lurch unexpectedly and
fall
off the
jack.
N-22. Torque Test
Procedure
for testing torque Powr-Lok differentials

on
Jeep
Universal
Series
vehicles is as follows:
FIG.
N-38—POWR-LOK DIFFERENTIAL
1—
Differential
Case Flange
Half

2—
Disc
and Plate Set

3—
Side
Gear
Ring

4— Side
Gear
and Pinion Mate
Gear
Set
5—
Pinion
Mate
Cross
Shaft 6—
Differential
Case Button
Half
7—
Axle
Shaft Spacer
8—
Axle
Shaft Spacer
Roll
Pin 11564
301

STEERING
SYSTEM

O-L
GENERAL

The
steering system on all Jeep Universal vehicles
consists of the steering gear, steering wheel, steering column and shaft, and steering linkage.
This

section covers wheel alignment, steering linkage,
steering gear, steering column and steering wheel.
0-2. Steering
Gear
Function

The
steering gear is a reducing gear. It exchanges a

relatively
large amount of movement with a small force (applied by the driver at the steering wheel), for a much smaller amount of movement with a
greatly increased force through a cam and lever
action type steering gear. The steering gear ratio is 17.9 to 1 on vehicles equipped with the F4
engine

and
19 to 1 with the V6 engine.
0-3. Steering
Linkage
Refer
to Fig. O-l.
The
steering linkage consists of a steering arm at­
tached to the steering gear, a steering connecting

rod,
(drag
link),
connecting the steering arm to the
beilcrank,
and a steering tie rod connecting the
beilcrank
to the axle tie rod. The beilcrank pivots
on a pin mounted just to the left of the frame front crossmember. The steering tie rod is connected to
the beilcrank and
extends
to the right
ball
joint as­ sembly of tie rod. The tie rod
extends
to the wheels,
being connected to their respective steering knuckle

arms
at the wheels.
With
this linkage arrangement,
as the steering arm
moves
rearward,
the front
wheels
turn
to the left. As the steering arm
moves
forward,
the wheels
turn
to the right.
Ball
joints are used to secure the drag
link,
steering
connecting rod and tie rod ends. The
ball
joints
assist in maintaining
good
steering control and con­
stant toe-in of the front wheels under all driving conditions. If the
ball
joints
become
worn enough
to allow free motion in the linkage, they should be,

replaced.

Note:
Ball
joint replacement of the tie rod requires
resetting of the wheel toe-in adjustment.
0-4.
Steering
Column
and Gear
Alignment
When
adjusting a steering gear remove all loads
from
the unit by disconnecting the steering con­
necting rod (drag
link)
from the steering arm and
also
loosen
the instrument panel bracket and the
steering gear to frame
bolts
to allow the steering
post
to correctly align itself. When retightening the
steering gear to frame
bolts
use a torque wrench
pull
of 45 to 55 lb-ft. [6,2 a 7,6 kg-m.] on the

Vk*
bolts
and 30 to 40 lb-ft. [4,15 a 5,5 kg-m.] on the
Vs"
bolts. 10811

FIG.
0-2—STEERING
GEAR
1—Nut

2
—Lockwasher

3—
Steering
Gear
Arm 4—
Lever
Shaft Oil Seal
5—
Outer
Housing Bushing
6—
Inner
Housing Bushing 7—
Filler
Plug
8—
Cover
and Tube
9—
Ball
Retaining
Ring

10—Cup
11—
Ball
(Steel)
12—
Tube
and Cam
13—
Shims

14—
Upper
Cover

15—
Lockwasher

16—
Bolt

17—
Steering
Wheel 18—
Horn
Button Retainer
19—
Horn
Button
20—
Horn
Button Cap 21— Nut
22—
Spring
23—
Spring
Seat
24—
Bearing
25—
Horn
Cable

26—
Horn
Button Spring
27—
Spring
Cup
28—
Steering Column
29—
Oil
Hole
Cover

30—
Clamp
31—
Adjusting
Screw
32— Nut
33—
Bolt

34—
Side
Cover
35—
Gasket

36—
Shaft
and
Lever

37—
Housing
314

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

O
column assembly down through the floor pan open­
ing and out from under vehicle.
0-24.
Disassembly
of
Steering
Gear
Refer
to Fig. 0-2.

When
the steering gear arm is installed on early
production vehicles, the line across the face of the

arm
and the end of the shaft should be in align­ ment. On later production vehicles, blind splines
on the lever shaft and in the steering gear arm en­

sure
correct positioning of the arm.

a.
Remove the steering gear arm with a puller
C-3646.

Caution:
Do not use a hammer or
wedge
to re­
move
the steering arm from the shaft and lever.

This
can cause damage to the shaft assembly.

b.
Loosen the lock nut and unscrew the adjusting

screw
two turns.

c.
Remove the side cover screws and washers. Re­
move
the side cover and gasket.

d.
Remove lever shaft.

e.
Remove upper cover plate screws. Remove cam,
wheel tube, and bearing assembly from the housing.
f.
Clean
all parts with suitable cleaning solvent and wipe dry.

g.
After dismantling as outlined above is com­
pleted, inspect cam
grooves
for wear, chipping and
scoring,
also the
ball
races on the cam ends and the
separate
ball
cups. Existence of any of
these
condi­ tions indicates the necessity for parts replacement.

h.
Inspect the tapered stud mounted on the lever
shaft for flat
spots
and chipping. In the case of
either, replacement is usually advisable. Inspect the
lever shaft for wear and
test
the fit of the shaft in
the bushings.

i.
Inspect condition of the oil seal at outer end of
lever shaft and the bearing at top end of steering
column.

0-25.
Reassembly
of
Steering
Gear
e Refer to Fig. 0-2.
Reassemble all parts to wheel tube in reverse order
of dismantling. Assemble cam, wheel tube and
bearing
assembly in housing, seating the lower

bearing
ball
cup in the housing.
Note:
New plastic retainer type cam bearings are
now available for the Ross steering gears. The new
bearings replace, and are interchangeable with,
the lock ring type cam bearings on gears equipped

with
early type cams.
With
adjusting shims in place, assemble upper
cover and adjust the cam bearings.
Assemble lever shaft in housing and with gasket
in
place assemble the side cover and set adjusting

screw
for a minimum backlash of the studs in the
cam
groove, with the steering gear at the center
point of travel.
When
assembling upper bearing spring and spring
seat in jacket tube make sure that the spring seat
is positioned correctly. It must be installed with
the lengthwise flange down against the bearing and
not up inside of spring coil.

0-26.
Installation
of
Steering
Gear

a.
After the gear has been properly adjusted, as
outlined in Par. 0-5, install steering gear assembly
in
chassis in the reverse order in which it was re­
moved.

b.
After installing the assembly in the vehicle,

jack
up front of vehicle and place the front wheels
in
the straight ahead position.

c.
Temporarily install the steering wheel to locate
the mid-position of the steering gear. To locate the mid-position,
turn
the steering wheel as far to the

right
as possible and then
turn
in the
opposite
di­

rection
as far as possible, noting the total number
of turns.
Turn
the wheel back just ^ of the total movement to place the gear in mid-position.

d.
With
the steering gear in mid-position and the
wheels in the straight ahead position install steer­ ing gear arm on lever shaft with the
ball
end down.

When
installed the line across the face of the arm

and
end of shaft should be in alignment.

0-27.
Steering
Wheel
Installation
•
Refer to Fig. 0-2.

a.
Install
steering wheel and spring on shaft.

Align
scribe marks on shaft and hub of wheel.
b.
Install
steering shaft nut and torque 20 to 25
lb-ft. [2,8 a 3,4 kg-m.].

c.
Install
horn cap. Test horn.
321

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

P

FIG.
P-9—WHEEL HUB OIL
SEAL
DRIVER
•
Removing the
Rear
Brake
Shoes.

•
Refer to Fig. P-ll.

a.
Using Tool C-3785 or equivalent remove the
upper linkage rod and brake
shoe
return springs.
b. Remove the brake
shoe
retainer, spring and pins.
c. Remove the anchor pin plate and tilt the brake

shoe
assembly out from the backing plate.

d.
On vehicles without a transmission brake,
spread the anchor
ends
of the primary and second­

ary
shoes
and remove the parking brake strut and
spring.

e. On vehicles without a transmission brake, dis­

engage
the parking brake cable from the parking
brake
lever and remove the brake assembly.
f. Overlap the anchor
ends
of the primary and
secondary
shoes
and remove the adjusting screw,
adjusting lever, lower return spring, and linkage
rods.
P-17. Inspection
Inspect the oil seals in the wheel hubs. If the con­
dition of any oil seal is doubtful, replace it. Install
the oil seal with an oil seal driver as shown in Fig.

P-9.

Brake
shoes
may be distorted by improper lining installation and linings should be ground true. For
this reason it is recommended that new or re­
placement
shoe
and lining assemblies be installed.
Using
brake drum micrometer C-3920 or equi­
valent, check all drums. Should a brake drum be rough and scored, it may be reconditioned by grinding or turning in a lathe. Do not remove more
than .030"
[0,762
mm.] thickness of metal .060" [1,52 mm.] overall diameter. If a drum is recon­
ditioned in this manner, either the correct factory-
supplied, oversize lining .030"
[0,762
mm.] must be
installed or a shim equal in thickness to the metal
removed must be placed
between
the lining and

shoe
so that the arc of the lining
will
be the same
as that of the drum.

If
it is found when
wheels
are removed that there
is brake fluid leakage at any of the wheel cylinders, it
will
be necessary to replace or recondition the
wheel cylinder (Par. P-21) and bleed the brake lines (Par. P-7).
Whenever the brake lining is replaced in one front
or one rear wheel, be sure to perform the same
operation in the
opposite
front or rear wheel, us­
ing the same brake lining part number. Otherwise, unequal brake action
will
result.
FIG.
P-10—STANDARD
FRONT
WHEEL
BRAKE

ASSEMBLY
WITH
LINK
TYPE
ADJUSTER 1—
Primary
Shoe
6—Lever
Plate

2—
Wheel
Cylinder
7—Linkage Rod (Upper)

3—
Secondary
Shoe 8—Screw
4—
Adjuster
Screw Assembly 9—Linkage Rod
(Lower)
5— Sleeve 10—Adjuster
Lever

P-18.
Brake
Shoe Installation

Refer
to Fig. P-10.

INSTALLING
THE
FRONT
BRAKE
SHOES

To
install the front brake
shoes
proceed as follows:

a.
Match a primary with a secondary brake
shoe
and
place them in their relative position on a

work
bench.

Note:
Primary
brake linings are color coded red

and
green. Secondary brake linings are color coded
white and green.
b. Lubricate the threads of the adjusting screw

and
install it
between
the primary and secondary

shoes.
The star adjusting
wheels
are stamped "R"

and
"L"
indicating thread rotation. The
left
front
brake
adjusting screw has right hand thread rota­
tion and the right front brake adjusting screw has
left
hand thread rotation. 329

'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

'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