1953 JEEP DJ fuel filter

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

13330

FIG.
B-4—ENGINE
LUBRICATION
SYSTEM
—
DAUNTLESS
V-6
ENGINE

1—
Rocker
Arm Shaft
2—
Main
Oil
Line

3—
Oil
Inlet where it is connected by a drilled passage in the

cylinder
crankcase to an oil screen housing and
pipe assembly. The screen is submerged in the oil supply and has ample area for all operating condi­
tions. If the screen should
become
clogged
for any reason, oil may be drawn into the system over the
top
edge
of the screen, which is held clear of the

sheet
metal screen housing.

Oil
is drawn into the pump through the screen and
pipe assembly and a drilled passage in the
crank­

case, which connects to drilled passages in the
timing chain cover. All oil is discharged from the
pump to the oil pump cover assembly. The cover
assembly consists of an oil pressure relief valve,
an
oil filter bypass valve and a nipple for installa­
tion of an oil filter. The spring loaded oil pressure

relief
valve limits the oil pressure to a maximum
of 30 pounds [13.607 kg.] per square inch. The

oil
filter bypass valve
opens
when the filter has
become
clogged
to the
extent
that
4V2
to 5 pounds [2.04 a 2.27 kg.] pressure difference exists
between

the filter inlet and exhaust to bypass the oil filter
and
channel unfiltered oil directly to the main oil galleries of the engine.

A
full flow oil filter is externally mounted to the

oil
filter cover nipple on the right side of the en­ gine, just below the alternator. Normally, all
engine

oil
passes through the filter element; however, if
the element
becomes
restricted, a spring loaded bypass valve
opens
as mentioned above. The main

oil
galleries run the full length of the crankcase
and
cut into the valve lifter guide
holes
to supply

oil
at full pressure to the lifters. Connecting pas­
sages
drilled in the crankcase permit delivery of

oil
at full pressure to all crankshaft and camshaft
bearings.
Holes drilled in the crankshaft
carry
oil from the
crankshaft
bearings to the connecting rod bearings.
Pistons and cylinder walls are lubricated by oil
forced through a small notch in the bearing parting
surface on the connecting rod, which registers with
the
hole
in the crankpin
once
in every revolution. Piston pins are lubricated by splash.

Drilled
holes
in the camshaft connect the front camshaft bearing
journal
to the key slot in the front
of the camshaft. Oil flows from the
journal
into
the keyslot over the woodruff key in the space

between
the key and the camshaft sprocket and fuel pump eccentric.

The
forward end of the fuel pump eccentric in­ corporates a relief which allows the oil to escape

between
the fuel pump eccentric and the camshaft

distributor
gear. The oil stream strikes the distri­
butor shaft gear
once
each camshaft revolution, and provides ample lubrication of the timing chain and
sprockets by splash.

The
rocker arms and valves on each cylinder head

are
supplied with oil from the oil galleries through

holes
drilled in the front of the cylinder block and

cylinder
head. The
hole
drilled in the cylinder
head ends beneath the front rocker
arm
shaft brack­ et. A notch cast in the base of the rocker arm shaft

bracket
allows the oil to flow up inside the bracket

in
the space
between
the bracket and bolt, to the
hollow rocker arm shaft which is plugged at both
ends.
Each
rocker arm receives oil through a
hole

in
the underside of the shaft. Grooves in the rocker

arm
provide lubrication of the bearing surface. Oil
is metered to the push rod seat and valve stem
through
holes
drilled in the rocker arm. Excess
oil
drains off and returns to the oil pan through
passages in the cylinder head and block. Refer to
the
Lubrication
Chart
for lubrication frequency and

lubrication
type and grade.

B-7.
Chassis
Lubrication

Chassis
and
engine
should be serviced at periodic
intervals.
Most chassis lubricating points, whether
long-life or conventional, have standard lubrication
fittings. Refer to the
Lubrication
Specifications and

Service
Maintenance Schedule for specific points

and
lubricating time intervals. It is not necessary
to disassemble prepacked joints to lubricate them.

Merely
add new lubricant, as described in Par.
B-3,
to remove all old lubricant.

At
the appropriate interval, clean each lubrication
fitting indicated on the Lubrication
Chart
and
Service
Maintenance Schedule. Use a pressure gun
to lubricate. Be sure the grease channels are open
to provide complete lubrication of bearing surfaces.
In
some
cases it may be necessary to disassemble
to clear plugged channels.

When
vehicles are driven primarily in abnormally dusty or wet areas or when a vehicle is subject to
severe operating conditions, perform
these
services
more frequently. Under
these
conditions, no definite interval can be recommended because of the great variety of
uses
and conditions of use. 11

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

B
e.
Check
for the presence of
excess
water in the

oil
that might indicate an internal leak from the
cooling system.

f.
Pour oil into the oil filler tube. Replace the oil

filler
cap.

B-10.
Engine Oil
Filter
Service —
Hurricane
F4 Engine

The
engine
oil filter assembly should be replaced at each
2000
miles
[3.200
km.] of normal
engine

use. To remove the filter, use oil filter wrench
C-4065.
To install a new filter, wipe the gasket —
contact surface with
engine
oil, screw on the unit

until
gasket contacts the sealing surface, and then tighten at least one
half
turn
more. DO NOT USE

TOOLS.
Turn
by hand only. When refilling the
engine
crankcase after filter has been changed be

sure
to add one extra quart [1 ltr.] of oil to
fill

filter
and oil passages. Run
engine
to make sure there is no leak at oil filter.

B-l 1.
Engine Oil
Filter
Service — Dauntless V-6 Engine

To
replace the oil filter, use oil filter wrench, Tool

C-4065,
to remove the filter. After the filter has
been removed from the oil pump housing located
on the right front side of the engine, wipe the
housing surface clean and oil the gasket on the base of the new filter to make a
good
seal. Screw
the new filter in position until its gasket contacts
the pump housing surface, then tighten at least
one-half
turn
until filter fits snug.

Note:
Tighten by hand only, do not use a tool to
tighten.

Replace
oil filter each
6000
miles
[9.600
km.] at

engine
oil change.

B-12.
Exhaust
Manifold
Heat
Control
Valve
— Dauntless V-6 Engine

A
thermally-actuated heat control valve is located at
rear
of the right exhaust manifold of the Daunt­

less
V-6 engine.
This
valve has a bimetal thermo­
static spring which holds the valve closed when
the
engine
is cold.

Each
time the vehicle is lubricated place a few drops of penetrating oil on the valve shaft bushings

and
then work the valve by hand making sure that
the lubricant is worked into the bushings.

Note:
If the valve shaft
does
not operate freely
penetrating oil should be used to free the shaft.

B-l 3.
Positive
Crankcase
Ventilation
System

Service
the ventilation system of the
engine
each
multiple of
6000
miles
[9.600
km.] on the odometer
after
initial
2000
miles
[3.200
km.] service. Re­
place the ventilation valve each
12,000
miles
[19.200
km.].

For
information on servicing the positive crankcase
ventilation system on the
Hurricane
F4
engine
and
the Dauntless V-6 engine, refer to the Tune-up Section.

B-l4.
Distributor
— Hurricane F4 Engine

The
distributor shaft is lubricated through an oiler mounted on the side of the housing. Place three or four drops of light
engine
oil in the oiler each
2,000

miles
[3.200
km.]. Also place one drop of light
engine
oil on the wick located on the top of the
shaft, which is made accessible by removing the
rotor
arm. Sparingly apply cam lubricant to the
breaker
arm cam and place a drop of oil on the

breaker
arm pivot.

B-l
5.
Distributor
— Dauntless V-6 Engine

The
distributor has a lubricant reservoir that
car­

ries
sufficient
lubricant
for the life of the distributor.
When
servicing breaker points, place one drop of
light
engine
oil on the wick located on the top of the shaft Also, apply cam lubricant sparingly to
the breaker arm cam, and place a drop of oil on the

breaker
arm pivot.

B-l6.
Generator

On
early production vehicles oilers are provided
at each end of the generator, for lubrication
pur­

pose.
On late production vehicles one oiler is pro­
vided at the
rear
(bushing end) of the generator for lubrication purpose. Place two to four drops of
light
engine
oil in each oiler every
2,000
miles
[3.200
km.].

B-l
7. Spark Plugs

Replace
spark
plugs. Refer to Section C.

B-18.
Starting
Circuit

Check
the starting
circuit.
Refer to Section H.

B-l
9. Charging
Circuit

Check
the charging
circuit.
Refer to Section H.

B-20.
Engine Tune-Up

Refer
to Section C of this manual.

B-21.
Adjust
Fan
Belt

Refer
to Section C.

B-22.
Exhaust Emission
Control
System or
Controlled
Combustion System

•
Refer to the appropriate section in this manual.

B-23.
Exhaust System

Check
the exhaust system for leaks. Refer to Section F.

B-24.
Fuel Evaporative Emission
Control
Canister Air
Filter

The
only service required for the
F.E.E.C.
system
is cleaning the air cleaner filter mounted at the
bottom
of the canister. The filter requires replace­
ment at
12,000
mile intervals. Refer to Section

E,
Par. E-9 for service procedure.

B-25.
Oil Bath Air Cleaner
Some 'Jeep' Universal vehicles are equipped with

an
oil bath type air cleaner.
This
type air cleaner
thoroughly removes all dust from the air before it enters the carburetor, if it is properly serviced.

When
the vehicle is operated under normal condi­
tions the air cleaner must be serviced at regular

intervals
as care of the air cleaner is extremely 13

Jeep*
UNIVERSAL SERIES SERVICE
MANUAL

c
TUNE-UP

Contents

SUBJECT
PAR.

GENERAL
C-l

TUNE-UP
.C-2
Air
Cleaner
C-21

Battery
. C-3
Carburetor
Adjustments
C-2 5

Coil
C-20
Crankcase
Ventilation C-6

Cylinder
Compression C-9

Cylinder
Head(s) .C-5

Dash
Pot Adjustments .C-26

Distributor
Service C-10
thru
C-13

Distributor
Resistance Test C-l6

Fan
Belt
C-2 7
Fuel
Lines
and Screens
C-2
2

C-l.
GENERAL
An
engine tune-up should be performed for all
Jeep Vehicles each 6000 miles [9.600 km.] or at the end of each 250 hours off-the-road operation,
to ensure best possible performance at all times.
The
tune-up should follow the sequence given in
this section.
Because of federal laws limiting exhaust emissions,

it
is even more important that the engine tune-up is
done
accurately, using the specifications listed
on the tune-up sticker found in each engine com­

partment.

Note;
To ensure proper operation and effectiveness
of the exhaust emission control system, and to
comply with
Federal
and State requirements, a
recheck
of ignition timing, idle speed and idle mix­

ture
and necessary adjustments must be performed
after the first
2,000
miles [3.200 km.] of vehicle
operation.

A
minor engine tune-up should be performed every
6,000
miles [9.600 km.] or at the end of 250 hours
of off-the-road use.
Major
engine tune-up should
be performed every 12,000 miles [19.300 km.].

The
parts of units which affect power and perform­
ance may be divided into three groups:
(1) Units affecting compression
(2) Units affecting ignition
(3) Units affecting carburetion

The
tune-up procedure should cover
these
groups
in
the order given. While the items affecting com­
pression and ignition may be handled according
to personal preference, correction of items in the
carburetion
group should not be attempted until

all
items affecting compression and ignition have
been satisfactorily corrected.

Note:
To make sure hydro-carbon and carbon
monoxide emissions
will
be within limits, it is very

impotrant
that the adjustments be followed exactly
as listed on the sticker found in each engine compartment.
SUBJECT
PAR.

Fuel
Pump . . C-23

Heat
Control
Valve C-7

Ignition
Cables C-19

Ignition
Timing
. C-14

Ignition
Wires C-l8

Manifold
C-5

Manifold
Vacuum C-24

Point
Dwell C-17

Primary
Circuit
Tests
.................
C-15
Spark
Plugs C-4

Tappets
C-8

ROAD TEST C-2
8

SERVICE
DIAGNOSIS
. : C-29

TUNE-UP SPECIFICATIONS..
C-30

Minor
engine tune-up consists of the following.
Inspect
and correct as required:
Battery
cables and connections.
Alternator
and regulator wiring.

Primary
— Secondary wiring, distributor cap.

Cylinder
head torque.

Contact
point dwell.

Vacuum
and centrifugal advance.

Ignition
timing.
Spark
plugs for correct air gap.

Adjust
idle speed and idle air mixture.

Adjust
all drive belt tensions.
Clean
carburetor air cleaner.

Lubricate
exhaust manifold damper.

Major
engine tune-up includes the following.
Inspect
and correct as required:
Battery
condition and charging
circuit.
Clean,
lubricate
and tighten battery cable connec­
tions.

Ingition
system.
Spark
plugs; replace if necessary or clean and gap.

Compression
check.

Primary—Secondary
wiring, distributor cap.

Replace
contact points and condenser.

Lubricate
distributor cam with cam grease.
Adjust
contact points.

Check
vacuum and centrifugal advance. Set ignition timing.

Torque
cylinder head.
Adjust
idle speed and idle air mixture.

Replace
fuel filter element (every 12,000 miles [19.300
km.]).

Adjust
all drive belt tensions.

IMPORTANT: SPECIFICATIONS
FOR EN-

GINE
RPM.
DISTRIBUTOR POINT DWELL,
AND IGNITION TIMING GIVEN
IN
TUNE- UP SECTION
C
REFER
TO
VEHICLES
WITH
AND WITHOUT EXHAUST EMISSION CON­

TROL
SYSTEMS.

FOR
VEHICLES
EQUIPPED WITH EXHAUST
EMISSION CONTROL SYSTEMS ALSO
REFER
TO
SECTION
Fl (F4-134
ENGINE)
AND
F2 (V6-225
ENGINE).
19

c

TUNE-UP
meter during this
test
Connect the red lead
tc*
dis­

tributor
primary
lead at the coil as shown in Fig.
C-21.
Connect black lead to the ground.
Turn

ignition switch on; with
engine
stopped, observe
dwell
meter. If the meter reads zero,
crank
the

engine
a fraction of a revolution to
close
the

breaker
points.

Distributor
resistance is normal, if dwell meter
pointer is within range of
black
bar. Distributor resistance is high, if
dwell
meter pointer is not

within
the black bar.
Remove test lead from
distri­
butor terminal of coil and
connect
to
each
of the
following points to determine
where
the excessive resistance is:

Distributor
primary
terminal

Distributor
primary
terminal in the distributor

Breaker
point bracket
Ground
side of points

Distributor
housing

Where
a noticeable change occurs in the meter
reading
in
these
steps, make the necessary correc­
tion and repeat the
test.

C-l 7. Distributor
Point
Dwell

Using
a dwell tester, connect red
lead
to the
distri­

butor terminal at coil. Connect black lead to
ground.
Set selector switch to the number of
cylin­

ders in the
engine
being tested. Operate
engine
speed at specified rpm. and
note
readings. Cam

dwell
angle must be 30° for the Dauntless V-6
Delco equipped engine, 29° ±: 3° Prestolite equipped
engine
and 42° for the
Hurricane
F4 engine. If the dwell reading is not to specifications,
trouble could be improper point spacing, point

rubbing,
defective block or breaker arm, or mis­
aligned and worn distributor cam.
Adjust
dwell
as shown in Fig. C-14 for the Delco equipped
Dauntless V-6 engine. For cam dwell adjustment
of the Prestolite equipped V6 and
Hurricane
F4 engine, refer to Par. C-10,
step
a.

Dwell
variation is determined by noting any
dwell
change as the
engine
is operated at different
speeds.

Excessive
variation indicates a change in point opening that can result from shaft or bushing wear,

or
from the distributor plate shifting because of

wear
or
looseness.

Measure
dwell variation at idle speed, using same

test
hookup for checking dwell. Increase speed to 1750 rpm.;
note
dwell reading.
Then
slowly reduce
speed to idle while observing dwell meter. Dwell

variation
should not exceed 3°. If dwell variation
exceeds
3°
between
idle speed and 1750 rpm.,
probable wear in the distributor shaft, bushings, or

breaker
plate is indicated. Distributor should then be checked more thoroughly.

C-l8. Check Ignition Wires
and
Connections

Examine
and clean the insulation on all ignition

wires
and check all connections. Wires should be
firm,
flexible, and free from roughness and minute
cracks.
Bend wires to check for brittle,
cracked,
or

loose
insulation. Since defective insulation
will
per­

mit
crossfiring or missing of the engine, defective

wires
should be replaced.

C-l9. Test Ignition
Cables

To
remove cables from
spark
plugs, use
Spark
Plug
Cable
Remover
Tool
W-274.
Twist
the
boot

slightly to break the seal and, grasping the rubber
protector
boot,
lift straight up with a steady even

pull.
Do not grasp the cable and
jerk
the cable off; this
will
damage the cables. Do not use a probe
on
these
wires; puncturing them may cause a
separation in the conductor. To remove ignition cables from the distributor cap or coil tower,
loosen

the nipple first, then grasp the upper part of the nipple and the cable and gently
pull
straight up.

Test
the cable with an ohmmeter. Resistance value

per
foot
is
3000-7000
ohms. The ignition cables
can
be checked for
circuit
continuity by removing
the cable from the
spark
plug and holding the cable
end Vi" [6,35 mm.] from the engine. A strong

spark
indicates
good
conductor continuity.

When
connecting the cable to the
spark
plug, be
certain
a
good
connection is made and that the
protector
boot
fits tight on the
spark
plug. A
partially
seated cable creates an additional gap in
the
circuit
and the resulting
spark
jump
will
cause

terminal
corrosion and cable damage.

C-20. Coil

When
an ignition coil is suspected of being defec­ tive, it should be checked on the car. A coil may

break
down after it has reached operating tempera­
ture.
It is important that the coil be at operating
temperature when
tests
are made.

Note:
The ignition coil and ballast resistor for the

V-6
engine
must be of the same manufacturer.
Ballast
resistors and ignition coils of one manufac­

turer
are interchangeable with both units of the
other.
C-21.
Service Air
Cleaner

Refer
to Par.
B-2 2
for the correct service of the

air
cleaner.

C-22.
Check Fuel Lines and
Screens

Check
all fuel line connections to guard against
leakage.
Check
fuel pump filter F4
engine
and
fuel
line filter V-6 engine. Replace fuel filter if
necessary.

C-23. Check Fuel Pump a.
Fuel
pump pressure is important, for low pres­

sure
will
seriously affect
engine
operation and high

pressure
will
cause excessive fuel consumption and
possibly flood the carburetor. Should there be any doubt of normal operation, check the pressure with
a
gauge
as shown in Fig.
C-2 2.
The minimum and

maximum
allowable pressures are 2% to 3% lbs. [0,176 a
0,264
kg-cm2], for the
Hurricane
F4 en­
gine.
Fuel
pump pressure at carburetor (inlet) on
the Dauntless V6-225
engine
should be 3% lbs.
[0,264
kg-cm2] minimum at specified
R.P.M.
idle

with
the vapor
return
hose
squeezed off.
With
the

vapor
return
hose
open pump pressure should be
2
V2
lbs. [0,176 kg-cm2] minimum.

b.
Test for volume, as a pump may build up suffi­
cient pressure but
fail
to produce sufficient volume.
Turn
down the carburetor fuel line fitting on the
pump and with the tank line connected, pump out
30

'Jeep'
UNIVERSAL
SERIES
SERVICE
MANUAL

C

FIG.
C-22—-CHECKING
FUEL
PUMP
PRESSURE
—
DAUNTLESS
V-6
ENGINE a
couple of strokes to be sure the pump is primed.

Using
a half-pint
bottle
or similar measure, pump
Vi
pint [0,24 It] of fuel by cranking the
engine

with
the starter motor. Count the strokes neces­
sary
to
fill
the measure. If more than 20 strokes

are
required, the fuel pump is inefficient, the tank
line is leaking air, or the fuel supply is restricted.

Check
fuel filter in the fuel tank if line is restricted.

C-24.
Check Manifold Vacuum

To
check the intake manifold vacuum on the
Hurri­

cane F4 engine, remove the ventilation valve and

L
fitting from the manifold and install special adapter. On the Dauntless V-6
engine
remove the
pipe plug located in the right
rear
of the intake
FIG.
C-23—CHECKING MANIFOLD VACUUM
—

HURRICANE
F4
ENGINE
manifold and install special adapter. Connect the

vacuum
gauge
tube to the special adapter as shown

in
Fig. C-23 for the
Hurricane
F4 engine.

Start
the engine. Connect a Tachometer
Tool,

C-3896,
from the distributor
primary
terminal to ground and set the
engine
speed at the specified

rpm.
given in Par. C-30. Observe the vacuum
read­

ing and interpret as follows:

a.
A steady reading from 18" to 20" [457 a 508
mm.] of mercury is a normal reading, indicating
that valve and
spark
timing, valve seating, and
piston ring sealing are all satisfactory.
b. A steady but below normal reading indicates

a
condition common to all cylinders such as a

leak
at the carburetor gasket, late ignition or valve
timing, or uniform piston ring and bore wear.

c.
A slowly fluctuating or drifting reading in­ dicates that the carburetor idle mixture is incorrect

Look
for the cause in the fuel system.

d.
A rhythmic pulsating reading is caused by a
condition affecting one or more cylinders, but not

all,
and indicates leaky valve, gasket blowby, re­
stricted intake port, or an electrical miss.
e. An intermittent pulsating reading is caused by

an
occasional malfunction, such as a sticking valve
(all
valves may be
erratic
in operation if the valve
springs are weak), electrical miss caused by insuffi­
cient distributor point tension or low coil
voltage

coupled with inconsistent
spark
plug
gaps
or fouled
plugs, or
dirt
in the fuel system finding its way into
passages of
critical
size or valve
seats
in the
car­

buretor.

f.
A normal reading that quickly falls off (with

engine
running at
2000
rpm.) indicates exhaust
back
pressure caused by a restriction in the exhaust
system.

g.
Make indicated corrections to bring vacuum to 18" to 20" [457 a 508 mm.] of mercury normal

reading.

C-25.
Carburetor Adjustments

•
Refer to Fig. C-24, C-25 and C-26.

Carburetor
adjustments should not be attempted

until
it is known that
engine
ignition and com­
pression are in
good
order. Any attempt to adjust

or
alter the carburetor to compensate for faulty conditions elsewhere
will
result in reduced econ­
omy and overall performance.

Caution:
If an
engine
is idling too slow or rough,
this may be caused by a
clogged
ventilator valve

or
hose;
therefore, never adjust the carburetor idle
without first checking the crankcase ventilator
check valve and
hose.

The
air cleaner must be left in place while making
idle speed and mixture adjustments. All lights and accessories, must be turned off. The positive
crank­

case ventilator system should also be in
good
oper­
ating condition when making carburetor adjust­ ments.
Either
of
these
items noticeably affects the

air
fuel ratio at idle.

•
Hurricane
F4 Engine.
Note:
The idle mixture adjustment procedure for
the late model
YF-4941S
and
YF-6115S
Carter

31

TUNE-UP

C-29.
SERVICE
DIAGNOSIS

POOR
FUEL ECONOMY Ignition Timing Slow or Spark Advance Stuck

Carburetor
Float High
Accelerator Pump Not Properly Adjusted High Fuel Pump Pressure

Fuel
Leakage

Leaky
Fuel Pump Diaphragm Loose Engine Mounting Causing High Fuel Level in Carburetor

Low
Compression
Valves Sticking
Spark
Plugs Bad

Spark
Plug Cables Bad
Weak
Coil
or Condenser Improper Valve Tappet Clearance

Carburetor
Air Cleaner Dirty
High Oil Level in Air Cleaner Dragging Brakes

Front
Wheels Out of Alignment

Tires
Improperly Inflated Inaccurate Odometer

Faulty
Fuel Tank Cap
Clogged
Muffler or Bent Exhaust Pipe Sticking Exhaust Manifold Valve

LACK
OF POWER
Low
Compression Ignition System (Timing Late)
Improper Functioning Carburetor
or Fuel Pump

Fuel
Lines
Clogged

Air
Cleaner Restricted Engine Temperature High Improper Tappet Clearance
Sticking Valves
Valve Timing Late

Leaky
Gaskets
Muffler
Clogged

Bent Exhaust Pipe Sticking Exhaust Manifold Valve —
Dauntless V-6 Engine

LOW
COMPRESSION
Leaky
Valves Poor Piston Ring Seal Sticking Valves
Valve Spring Weak or Broken
Cylinder
Scored or Worn
Tappet Clearance Incorrect Piston Clearance too Large

Leaky
Cylinder Head Gasket

BURNED
VALVES AND SEATS Sticking Valves or too Loose in Guides
Improper Timing
Excessive Carbon Around Valve Head and Seat Overheating
Valve Spring Weak or Broken
Valve Tappet Sticking
Valve Tappet Clearance Incorrect
Clogged
Exhaust System

Defective
Valve
Lifter
— Hydraulic
VALVES
STICKING
Warped Valve Improper Tappet Clearance Carbonized or Scored Valve
Stems

Insufficient Clearance Valve Stem to Guide
Weak or Broken Valve Spring Valve Spring Cocked Contaminated Oil

OVERHEATING
Inoperative Cooling System
Theromstat Inoperative Improper Ignition Timing
Improper Valve Timing
Excessive Carbon Accumulation
Fan
Belt too Loose

Clogged
Muffler or Bent Exhaust Pipe
Oil
System Failure Scored or Leaky Piston Rings
Sticking Exhaust Manifold Valve — Dauntless V-6 Engine

POPPING-SPITTING-DETONATION
Improper Ignition Improper Carburetion
Excessive Carbon
Deposit
in
Combustion Chambers
Poor Valve Seating Sticking Valves
Broken Valve Spring Tappets Adjusted too Close
Spark
Plug Electrodes Burned
Water or Dirt in Fuel
Clogged
Lines Improper Valve Timing

Clogged
Fuel Filter Sticking Exhaust Manifold Valve —
Dauntless V-6 Engine

EXCESSIVE
OIL CONSUMPTION Piston Rings Stuck in Grooves, Worn or Broken Piston Rings Improperly Fitted or Weak Piston Ring Oil Return
Holes
Clogged

Excessive Clearance, Main and
Connecting Rod Bearings

Oil
Leaks at Gaskets or Oil Seals
Excessive Clearance, Valve Stem
to Valve Guide (Intake)

Cylinder
Bores Scored, Out-of-
Round or Tapered
Too Much Clearance, Piston to Cylinder Bore
Misaligned Connecting Rods
High Road
Speeds
or Temperature
Crankcase
Ventilator Not Operating

BEARING
FAILURE
Crankshaft
Bearing Journal Out-of-Round

Crankshaft
Bearing Journal Rough

Lack
of Oil
Oil
Leakage

Dirty
Oil

Low
Oil Pressure or Oil Pump Failure

Drilled
Passages
in Crankcase or Crankshaft
Clogged

Oil
Screen Dirty
Connecting Rod Bent 34

'Jeep9
UNIVERSAL
SERIES
SERVICE
MANUAL

h.
Check
ignition (distributor) timing; reset if
necessary.

i.
Check
carburetor
adjustments; reset if necessary,

j.
With
engine
fully warmed up, tighten cylinder
head and manifold
bolts
and nuts to specified
torque.
Check
cylinder head gaskets and
bolts
for
air
or coolant leaks.

Note:
Tightness of cylinder head
bolts
should be
checked and corrected after 500 to 600 miles [800

a
960 km.] of normal operation.

k.
Check
fan belt tension; adjust if necessary.

I.
Check
for and correct any oil leak, fuel leak or
coolant leak.
D-107.
VALVE
ADJUSTMENT

Proper
valve adjustment is important to prevent
burning
of valves and poor
engine
performance.

This
adjustment consists of obtaining a specified

lash
in the valve mechanism. The exhaust valve
tappets and the intake valve rocker arms should be adjusted to the proper clearance with the
engine

cold (at room temperature). Valve clearance can
be properly adjusted only when the tappet is on the
heel or low portion of the cam.
INTAKE

OPENS

9°
BTC?

FIG.
D-43-
10270

-VALVE
TIMING
D-108. Valve Adjustment Procedure

The
exhaust valve tappets are adjusted by turning
the adjusting screw in or out of the tappet as neces­
sary
to obtain the proper clearance. Where special
wrenches can be obtained, they should be used to facilitate the adjustment. The proper clearance is .016" [0,406 mm.]
between
the end of the adjusting
screw and the
bottom
of the exhaust valve.

Crank
the
engine
over to
close
a valve and check
the clearance with a feeler
gauge.
To adjust, hold
the tappet with one wrench and
turn
the adjusting

screw,
with the other.
Check
and adjust each of
the tappets in proper sequence.

Adjust
each intake valve by adjusting the rocker
arm
screw at the push rod to obtain .018" [0,457 mm.] clearance
between
the rocker arm and the
valve stem with tappet on the heel of the cam.
D-109.
Check
Valve
Timing

To
check the valve timing, carefully set the intake
valve rocker arm adjustment for No. 1 cylinder to .026"
[0,6604
mm.]
between
the rocker arm and the
valve stem. Rotate the crankshaft clockwise until
the piston in No. 1 cylinder is ready for the intake stroke. The intake valve
opens
9° before top center
(BTC).
Note
the distance
between
the
"TC"
and
"5°"
marks on the indicator on the timing gear
cover and estimate the 9° before top center position.
See
Fig.
D-43.
With
the crankshaft in this position, timing is correct if the rocker arm is just tight
against the intake valve stem. Do not overlook resetting the rocker arm adjustment to the correct

running
clearance.
D-110. Positive
Crankcase
Ventilation

Be
sure there are no air leaks at the tube connec­
tions
between
the air cleaner and the oil filler tube,

and
that the oil filler tube cap gasket is in
good

condition. Always keep the cap locked securely in
place. When tuning the
engine
or grinding valves, remove the control valve and clean it thoroughly.
If
the valve is blocked with carbon, the ventilating
system
will
not operate and, should the valve

fail
to seat, it
will
be impossible to make the
engine

idle satisfactorily. Refer to Par. C-6 for servicing.
D-111. Oil
Filter

The
engine
is equipped with a throw-away type

oil
filter.
This
oil filter must be serviced periodi­
cally
as outlined in the
Lubrication
Section. 69

'Jeep'
UNIVERSAL SERIES
SERVICE
MANUAL

Dl

DAUNTLESS
V-6
ENGINE
Contents

SUBJECT
PAR.
SUBJEC

GENERAL
.... . . Dl-1 Oil Pump Cl(
ENGINE DESCRIPTION
D1-2

Engine
Mounts Dl-3

ENGINE REMOVAL
Dl-4
ENGINE DISASSEMBLY
Dl-5
Alternator
and Fan Belt Dl-11
Camshaft
.... Dl-26
Cooling Fan and Water Pump.
......
.Dl-12
Crankshaft
Front Oil Seal .Dl-21

Crankshaft
Pulley D1-17
Crankshaft
Vibration Damper Dl-18

Cylinder
Head Assembly Dl-24

Distributor
Dl-9
Exhaust
Manifold .Dl-8

Flywheel
Dl-28

Flywheel
Housing and
Clutch
Dl-27
Fuel
Pump. ... . .Dl-10
Intake
Manifold and
Carburetor
Assembly.
.............
.Dl-7

Main
Bearing and Crankshaft. Dl-32 Mounting Engine on Engine Stand. . . . .Dl-6

Oil
Dipstick. Dl-16
Oil
Filter
Dl-13
Oil
Pan.. ...
.......
.Dl-29
Oil
Pressure Sending Unit Dl-15

Oil
Pump Dl-19
Oil
Pump Intake Pipe and Screen Dl-30
Piston and Rod Assembly. Dl-31
Push
Rod and Valve
Lifter.
.Dl-25
Rocker
Arm Cover Dl-23
Starter
Motor Dl-14

Timing
Chain
and Sprocket Dl-22
Timing
Chain
Cover Dl-20

ENGINE CLEANING, INSPECTION AND REPAIR
. . ... .Dl-33
Camshaft
Cleaning and Inspection Dl-55
Connecting Rod Bearing Inspection
and
Fitting .Dl-49

Crankshaft
Cleaning Dl-38
Crankshaft
Inspection and Repair Dl-39
Crankshaft
Main Bearing Cleaning
and
Inspection Dl-41

Crankshaft
Main Bearings. Dl-40

Crankshaft
Pulley Inspection. Dl-70
Crankshaft
Vibration Damper Inspection. D1-69

Cylinder
Block .Dl-34
Cylinder
Block Cleaning Dl-35
Cylinder
Block Inspection Dl-36

Cylinder
Block Repair. .Dl-37
Cylinder
Head and Valve Repair .Dl-63

Cylinder
Head and Valve Cleaning
and
Inspection.. . .Dl-62

Flywheel
Cleaning and Inspection Dl-52

Flywheel
Housing Cleaning
and
Inspection Dl-54

Hydraulic
Valve
Lifter
Leakdown Test. .Dl-57
Main
Bearing Fitting or

Shim
Stock Dl-42, Dl-43

Oil
Pan Cleaning and Inspection .Dl-51
PAR.
and
Inspection. .... .Dl-68

Oil
Pump Intake and Screen Cleaning. . .Dl-50
Piston and Rod Assembly.
...........
.Dl-48
Piston and Rod Cleaning and Inspection.D1-45
Piston and Rod Disassembly Dl-44
Piston Fitting Dl-46
Piston Ring Fitting. .Dl-47

Ring
Gear
Replacement. .Dl-53
Rocker
Arm Assembly. Dl-60
Rocker
Arm Cleaning and Inspection. . .Dl-59

Rocker
Arm Cover Cleaning

and
Inspection D1-65

Rocker
Arm Disassembly .Dl-58
Timing
Chain
and Sprocket Inspection. . .Dl-66

Timing
Chain
Cover Cleaning

and
Inspection.. . Dl-67

Valve
Installation D1-64
Valve
Lifter
and Push Rod

Cleaning
and Inspection. . Dl-56

Valve
Removal Dl-61

ENGINE REASSEMBLY
Dl-71
Alternator
and Fan Belt Dl-96

Camshaft
Dl-80
Clutch
and Flywheel Housing Dl-79
Cooling Fan.. . .Dl-95
Crankshaft
End Play Check. . Dl-74

Crankshaft
Front Oil Seal Dl-85
Crankshaft
Pulley Dl-89
Crankshaft
Vibration Damper Dl-88
Cylinder
Block and Crankshaft
Rear
Oil Seals Dl-72

Cylinder
Head Assembly .Dl-82

Distributor
Dl-99

Exhaust
Manifold Dl-98
Flywheel
.Dl-78
Fuel
Pump.. .. . Dl-97
Intake
Manifold and Carburetor Assembly Dl-101

Main
Bearing and
Crankshaft
Installation
.
Dl-73

Oil
Filter
Dl-93
Oil
Level
Dipstick Dl-90

Oil
Pan Dl-77
Oil
Pressure Sending Unit Dl-91

Oil
Pump.. .Dl-87
Oil
Pump Intake and Screen Assembly. .Dl-76
Piston and Rod Installation Dl-75

Rocker
Arm Cover. Dl-83

Spark
Plugs.. Dl-100
Starter
Motor Dl-92
Timing
Chain
and Sprocket.
..........
.Dl-84

Timing
Chain
Cover Dl-86
Valve
Lifter
and Push Rod Dl-81

Water
Pump. Dl-94

ENGINE INSTALLATION
Dl-102

FINAL
IN-VEHICLE
ADJUSTMENTS.
D1-103

SERVICE
DIAGNOSIS
Dl-104
ENGINE SPECIFICATIONS
. .Dl-105 75