1953 JEEP DJ service schedule

'Jeep*
UNIVERSAL SERIES
SERVICE
MANUAL

B
LUBRICATION
AND
PERIODIC SERVICES

Contents
PAR. SUBJECT
PAR.
SUBJECT

GENERAL
.B-l
Chassis
Lubrication
B-7
Engine
Lubrication System B-4, B-6

Special
Lubricants B-2

Fresh
Lubricant.
.B-3

LUBRICATION CHARTS
. Pages 8, 9

SERVICE
MAINTENANCE SCHEDULE.
.B-8
Air
Cleaner
B-2
5,
B-2
6
Air
Filter
—
F.E.E.C.
System Canister
B-2
4

Axle
U-Bolts B-49 Body
Lube
Points: B-65 Hood Hinge Pivot Points B-66

Glove
Compartment Door
Latch
B-6
7
Tailgate Hinges .B-68

Brakes,
Adjust .B-41
Brake
Linings .B-42

Brake
Master Cylinder B-40
Charging
Circuit
B-l9
Clutch
. B-43, B-44
Cooling System—Radiator. B-28, B-29 Differentials
........
.B-50, B-51, B-52, B-53

Distributor
B-14, B-l5

Engine
Oil B-9
Engine
Oil
Filter
B-10, B-ll

Engine
Tune-Up B-20
Exhaust
Emission Control System
B-2
2

Exhaust
Manifold Heat Control Valve. . . .B-l2

Exhaust
System
B-2 3
Fan
Belt . .B-21
Front
Axle U-Joint B-54, B-55

Generator
.B-16
Headlights B-61
Heater Controls B-62
Lights
and Controls B-59 Positive Crankcase Ventilation Valve. . . .B-l3
Shock Absorbers B-48
Spark
Plugs. B-17
Speedometer Cable. .B-60

Spring
Bushings.. . .B-46

Spring
Shackles .B-47
Steering
Gear
B-2 7
B-l. GENERAL
All
'Jeep' Universal vehicles require periodic
lubri­

cation and other maintenance services for normal
vehicle
usage
and application to promote satis­ factory operation and prevent
excessive
wear. Un­
der severe operating or atmospheric conditions
these
services should be performed more
often
than
under normal conditions. It should also be remem­
bered that common short trips and
stop-and-go
driving
are more severe on lubrication
points
than
Starting
Circuit
B-l8

Tie
Rod and Drag
Link
Sockets
.
B-45

Tires
B-64

Transmission
and Transfer Case—
Lubricant
Level
Check B-30

General
B-31

Transfer
Case B-32
Transmission
.B-33

Transmission
and Transfer
Case
—

Lubricant
Change .B-34
General
.B-35

Transfer
Case B-36
Transmission
B-3
7, B-38

Transfer
Case Linkage B-39

Universal
Joints and Slip Joints.
.......
.B-58

Wheel
Bearings..
.........
. . .B-56, B-57
Windshield
Wiper and Washer B-63

LUBRICATION
OF

OPTIONAL EQUIPMENT
B-69
Centrifugal
Governor. .B-71
Pintle Hook .B-70

Powr-Lok
or
Trac-Lok
Differential B-72

PARTS REQUIRING
NO LUBRICATION.
. . .B-73

Alternator
Bearings. B-76
Clutch
Release Bearings.
.............
.B-74
Shock Absorbers B-78
Springs
B-7
7
Starter
Motor Bearings B-75

Water
Pump Bearings B-74

LUBRICATION REQUIREMENTS FOR OFF-HIGHWAY OPERATIONS
B-79

Air
Cleaner B-82

Chassis
Lubrication
B-83

Engine
Oil B-80
Engine
Oil
Filter
B-81
Differentials .B-86
Front
Axle U-Joints. B-84
Transfer
Case and Transmission .B-85
constant
speed
driving on highways, and even more
intensified in extreme cold or hot weather; there­ fore, vehicles driven under
these
conditions must
be lubricated and serviced more
often
than nor­ mally operated vehicles. The specifications of
types
and
amounts of lubricant given in the Lubrication

Chart
and
text
of this section should be closely
followed. The off-highway operation lubrication
notes,
given in the last part of the section, should
be followed when applicable. 7

'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

B
LUBRICATION B-3.
SERVICE
MAINTENANCE
SCHEDULE

Perform
the following operations at the mileage shown. Two thousand miles equals
3,200
km.

SERVICE
MAINTENANCE
SCHEDULE

OPERATION
VEHICLE
^ n>
MILEAGE
IN
THOUSANDS

6 8 10 12 24 30
Check Wheel Nut Torque*
Check
Fluid
Level
in Battery X Check
Fluid
Level
in Brake Master Cylinder0. X
Service
Cooling
System X Service Tires X

Lubricate
Distributor
Cam Lubricator (F4-134) X
Lubricate
Steering Linkage X

Lubricate
Propeller Shaft Universal Joints X

Lubricate
Propeller Shaft
Slip
Joints ; X
Lubricate
Tie Rod and Drag
Link
Sockets................................... X Change Engine
Oil
and
Filter,
and Service Air Cleaner (F4 134 Engine)** X
Change Engine Oil and
Filter,
and Service Air Cleaner (V6-225 Engine)**....
Check Brake Operation and Pedal
Free
Play X Check
Clutch
Pedal
Free
Play. .... X
Check all
V-Belt
Tensions X
Check Exhaust Emission System
(If
so equipped)*** \ X
Service Positive
Crankcase
Vent
Valve
and Breather . .' X
Road Test
Including
a Check of all Instrument
Lights
and Controls X Tune-up Engine
Check Operation of
Manifold
Heat
Control
Valve

Clean
Exterior of Radiator

Align
Headlights • Check Brake
Linings
,
Check Exhaust System for Leaks Replace Canister Air
Filter
(F. E. E. C. System)
Check
Axle
U-Bolt
Torque. Check Lubricaunt
Level
of Front
Axle
Universal Joints
Check Shock Absorber Mountings and Bushings Check Front and
Rear
Spring Bushings

Lubricate
Distributor
(V6-225).
Replace Spark, Plugs
Check Charging and Starting Circuits
Lubricate
Tailgate Latch, Supports and Hinges.

Lubricate
Door and
Hood
Hinge Pivots ;
Lubricate
Glove Compartment Door Latch

Lubricate
Heater Controls •

Lubricate
Windshield
Wiper and Washer Controls
Clean,
Repack and
Adjust
Wheel Bearings
Change Transmission and Transfer Lubricant. .
Replace
Dry-Type
Air Cleaner • Check Lubricant
Level
of
Differential

Lubricate
Transfer
Case
Shift
LeArer
Control
C«se.
. , . . . . . . . .
Continuing
each
2,000 miles

Continuing
each
6,000 miles

Continuing
each
24,000 miles

X
Continuing
each
30,000 miles
•Check after the
first
200 miles [320
km.
J
of operation.
If
wheel or wheels are changed for any
reason,
have
wheel nut torque rechecked after an additional two hundred miles of operation
••Service mileage shown or every 60 days, whichever occurs
first.

•••Maintenance check on emission system must be performed per
information
in this manual. "See text for brakes.

"Nj
^Miles
2,000
6,000
12,000
18,000
24,000
30,000
Kilometers

3,200
9,600
19,200
28,800
38,400 48,000

B-9.
Engine Oil

For
maximum
engine
protection under all driving conditions encountered during the recommended

oil
change intervals, it is necessary to use only

"MS"
certified
sequence-tested
oils. The term
"MS"
must appear on the oil container singly or

in
conjunction with other designations. "MS" des­
ignated oils are heavy-duty detergent oils that are
formulated to withstand all service conditions in
modern powerplants. Engine oils designated only
as
"ML"
and/or
"MM"
are not recommended and should not be used except in an emergency when

"MS"
oil is not available. Certified
sequence-tested

engine
oils are described on their containers by

such
phrases as:
meets,
exceeds,
excels, or has
proven superior in the
test
requirements,
test
sequences, MS Service
tests,
standards, and service

requirements,
of automotive manufacturers, auto­
makers,
or car manufacturers for MS service or
Service
MS.
It
may be necessary to change
engine
oil more
frequently than normally recommended, depending upon the type and quality of oil used, the severity
of operation conditions, if the
engine
is used for
short
periods in cold weather, or if the
engine
is allowed to idle for excessive periods.

Always
drain
the crankcase while the
engine
is hot since
dirt
and contaminants are then more
likely
to be held in suspension and therefore
will

drain
out more completely.
Drain
the crankcase as follows:

a.
Position the
drain
receptacle under the
drain

plug.

b.
Remove the
drain
plug using the correct size

wrench.
Be careful of hot oil.
c.
Carefully
clean the
drain
plug. Inspect and

replace
the gasket, if deteriorated.
d.
When the oil has drained, replace and tighten
the crankcase
drain
plug. 12

B

LUBRICATION
B-72.
Powr-Lok
or Trac-Lok
Differential

Refer
to Par. B-53.

B-73.
PARTS
REQUIRING
NO
LUBRICATION

B-74.
Water Pump Bearing,
Clutch
Release
Bearing

The
water pump and clutch release bearings are

prelubricated
for life when manufactured and cannot be relubricated.

B-7S.
Starter
Motor
Bearings

The
starting motor bearings are lubricated at assembly to last
between
normal rebuild periods.

B-76.
Alternator Bearings

The
alternator bearings are lubricated at assembly

and
require no further lubrication.

B-77.
Springs

The
vehicle springs should not be lubricated. At assembly the leaves are coated with a long-lasting

special
lubricant which is designed to last the life
of the springs. Spraying with the usual mixture of
oil
and kerosene has a tendency to wash this
lubri­

cant
from
between
the leaves, making it necessary
to relubricate
often
to eliminate squeaking.

B-78.
Shock Absorbers

Hydraulic
direct-action shock absorbers are per­ manently sealed and require no periodic
lubrica­

tion service. Shock absorber mounting bushings
are
not to be lubricated.

B-79.
LUBRICATION
REQUIREMENTS
FOR
OFF-HIGHWAY
OPERATION

Adequate lubrication
becomes
increasingly im­ portant when vehicles are used in off-highway
operation. Under
these
conditions all operating
parts
of both the
engine
and chassis are subjected
to unusual pressures. At the same time such operation is usually under abnormal dust and
dirt

conditions making additional precautions neces­

sary.
The importance of correct lubrication for
the conditions of operation cannot be overestimated.

B-80.
Engine
Oil

It
is important, that the oil in a new or rebuilt
engine
be changed after the first
eight
or ten hours
of operation, and for heavy, dusty work, every 50

hours
thereafter. Watch the condition of the oil closely and change it immediately if it appears to
be contaminated.

i-Il.
Engine
Oil
Filter

Replace
the oil filter at the end of the first 100

hours
of service. Under extreme operating con­ ditions, more frequent replacement may be re­
quired.
The condition of the oil is a reliable

indicator
of the condition of the filter element.
If
the oil
becomes
discolored and shows evidence
of contamination, change the filter without delay.
(Refer
to
Par.
B-10, B-ll for the correct procedure
for replacing the oil filter.)

B-82.
Air Cleaner

Care
of the air cleaner is extremely vital to the life of the engine. Pay particular attention to the
amount of dust and
dirt
in the air taken into the

engine
through the air cleaner. When dust is not
noticeable in the air, service the air cleaner each scheduled maintenance period. Whenever the air is
noticeably dusty (for example when the vehicle is

driven
on secondary roads or through fields) then
service the air cleaner more frequently. Under extreme continually dusty and dirty conditions
where the vehicle operates in clouds of dust and

dirt,
service the air cleaner daily. (Refer to Par.
B-24
thru
B-26 for service procedures.)

B-83.
Chassis
Lubrication

The
period of lubrication depends entirely upon the type of work being done. Using the specified

interval
given in the Service Maintenance Schedule as a guide, lubricate at safe intervals required for
the particular type of operation. Under extremely
dusty conditions lubricate
these
points daily. Be

sure
to force enough lubricant into each fitting to force out the old lubricant which might be con­
taminated with grit and which would cause
rapid

wear
if allowed to remain.
Do not place lubricant on the various
ball
and socket joints or pivot points of the lift linkage as
dirt
will
accumulate to form an abrasive mix­

ture.
It is
best
to simply wipe
these
parts clean

with
a cloth.

B-84.
Front
Axle
Shaft Universal Joints

For
off-highway use remove the universal joints twice yearly, thoroughly clean both the housings

and
joints with a suitable solvent, and
refill
the
housings to the
fill
plug opening levels with the

correct
lubricant as given in the
Lubrication
Specifications.

B-85.
Transmission and Transfer
Case

The
combined capacity of the two housings is
small
for economy, making it important that the

lubricant
be changed at regular intervals. For off-highway use
drain
both housings every 300

hours
of operation and
refill
to the
fill
plug opening
levels. Refer to B-35 through B-37 when changing

lubricant.

B-86.
Front and
Rear
Axle
Differentials

Because of the higher pressure developed in the
axle assemblies with heavy duty operation,
drain,

flush,
and
refill
the differential assemblies each 300 hours of operation. Use only flushing oil or light
engine
oil to clean out the housings (except

Powr-Lok
and
Trac-Lok
differentials). Refer to
Par.
B-52 and B-53 for draining and flushing

differential.
18

c

TUNE-UP
Carburetor
equipped with the
External
Idle Mix­
ture
Limiter
Cap is the same as outlined below
in
Pars.
"A"
through
"D";
however, because of the
Idle
Limiter
Cap,
the idle mixture screw
CANNOT

be adjusted in the counter-clockwise
(rich)
direc­
tion. The adjustment is made from the
rich
stop
position and the mixture screw is turned in (clock­
wise) approximately 3A turn to
"Lean
Best Idle."

Refer
to Fig. C-25.

The
"Lean
Best Idle" method of idle setting is as follows:

a.
Any scheduled service of ignition system should
precede this adjustment.

b.
Connect tachometer or vacuum
gauge
to engine.

c.
Warm
up
engine
and stabilize temperatures.
d.
Adjust
engine
idle to speed desired, using throt­
tle idle speed adjusting screw.

e.
Carburetors without Idle
Limiter
Cap turn idle
mixture screws out (counterclockwise) until a
loss
of
engine
speed is indicated; then, slowly turn mix­
ture screw in (clockwise-leaner) until maximum speed (RPM) is reached. Continue turning in (clockwise) until speed
begins
to drop; turn mix­
ture adjustment back out (counterclockwise-richer)

until
maximum speed is just regained at a "lean as possible" mixture adjustment. Refer to
Fig.
C-24.
FIG.
C-24—CARBURETOR —
HURRICANE F4 ENGINE,
EARLY
MODEL 1—
Choke
Clamp Bracket
2—
Choke
Shaft and
Lever
Assembly

3—
Fuel
Inlet Elbow
4—
Bowl
Vent Tube 5— idle Air Adjusting
Needle
6—
Throttle
Lever
and Shalt Assembly
7—
Idle
Speed Adjusting Screw
8—
Fast
Idle Connector Rod
FIG.
C-25—CARBURETOR —
F4 ENGINE,
LATE
MODEL 1—
Choke
Clamp Bracket
2—
Throttle
Lever
and Shaft

3—
Choke
Shaft and
Lever

4 Bowl Vent Tube 5—
Fuel
Inlet Elbow 6—
Dash
Pot Bracket 7—
Throttle
Lever
8—
Dash
Pot Plunger
9—
Dash
Pot Assembly
10—
Lock
Nut
11— Stop Pin
12—
Idle
Mixture
Limiter
Cap 13—
Idle
Speed Adjusting Screw
14—
Fast
Idle Connecting Rod
Note:
When adjusting the mixture screw never
seat the screw tight during the adjustment proce­

dure
as this can damage the screw needle.

•
Dauntless V-6 Engine.

The
"Lean
Best Idle" method of idle setting is
as follows:
a.
Any scheduled service of ignition system should
precede this adjustment.
b. Connect tachometer to engine.

c.
Warm
up
engine
and stablize temperatures.
d.
Adjust
engine
idle to speed desired, using throt­
tle idle speed adjusting screw.
Note:
The
Carter
YF-6115S
Carburetor
has a throt­
tle return spring attached from the carburetor

main
body to the carburetor throttle shaft The purpose of this spring is to return the throttle
to idle speed position should a linkage failure
occur.
FIG.
C-26—CARBURETOR —
DAUNTLESS V-6 ENGINE 1—
Fuel
Inlet
2—
-Choke
Housing

3—
Choke
Cable Bracket
4—
Idle
Speed Adjusting Screw
5—
Idle
Fuel-Air
Mixture Screws 32

'Jeep*
UNIVERSAL
SERIES
SERVICE
MANUAL

E

FIG.
E-9—LOW-SPEED
SYSTEM

1—
Body
Flange 6—Idle Air Bleed

2—
-Idle
Adjustment Screw Port
7—Air
By-pass
3—
Idle
Port 8—Economizer

4—
Idle
Well
9—Metering Rod Jet
5—
Low
Speed Jet 10—Idle Adjustment Screw
in
Pars.
"A"
through
"D";
however, because of the

Idle
Limiter
Cap,
the idle mixture screw
CANNOT

be adjusted in the counter-clockwise
(rich)
direc­
tion. The adjustment is made from the
rich
stop

position and the mixture screw is turned in (clock­
wise) approximately %
turn
to
"Lean
Best
Idle."
Refer
to Fig. E-6.

The
"Lean
Best
Idle"
method of idle
setting
is as
follows:

a.
Any scheduled service of ignition system should precede this adjustment.

b.
Connect tachometer or vacuum
gauge
to
engine.

c.
Warm
up
engine
and stabilize temperatures.

d.
Adjust
engine
idle to
speed
desired, using throt­tle idle
speed
adjusting screw.
e. Carburetors without Idle
Limiter
Cap
turn
idle
mixture
screws out (counterclockwise) until a
loss

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

speed
(RPM) is reached. Continue turning in (clockwise) until
speed
begins
to drop;
turn
mixture
adjustment back out (counterclockwise
-rich)
until
maximum
speed
is just regained at a "lean as
possible" mixture adjustment.

E-15.
High-Speed System

Fuel
for part-throttle and full-throttle operation
is supplied through the high-speed system shown

in
Fig. E-10. A metering rod and metering rod

jet
control the amount of fuel admitted through the nozzle for high-speed operation. The lower
end of the metering rod is calibrated in size to

accurately
meter the fuel required. As the rod
|
13346

FIG.
E-10—HIGH-SPEED
SYSTEM

1—Nozzle 7—Pump Diaphragm
Spring

2
—Metering
Rod 8—Diaphragm Assembly

3—
Pump
Lifter
Link
9—Chamber

4—
Metering
Rod Arm Assembly
10—Metering
Rod Jet 5—
Diaphragm
Shaft
11—Carburetor
Casting

6—
Upper
Pump Spring 12—Carburetor Bore is automatically raised and lowered in the jet,
the opening in the jet is varied in size to supply
fuel
proportionate to the requirements through the
higher
speed
and power range. The metering rod
is both mechanically and vacuum controlled and is
attached to the metering rod arm assembly.
During
part-throttle operation, vacuum in chamber

pulls
diaphragm down, holding metering arm
assembly against pump lifter
link.
Movement of the metering rod is controlled by the
pump lifter
link
which is attached to the carburetor
throttle shaft. At all
times
vacuum in the chamber
is strong
enough
to overcome the tension of pump

diaphragm
spring. Upper pump spring serves as

a
bumper upon deceleration and as a delayed
action spring upon acceleration. Under any operat­ ing condition, when the pump diaphragm spring
overcomes vacuum in the chamber, the metering

rod
will
move
toward the wide throttle (power) position.

Note:
Nozzle is pressed in and should not be
removed.

E-16.
Metering Rod Adjustment

Check
metering rod adjustment each time the

carburetor
is reassembled. Before adjustment is
made, be sure that the flat of metering rod arm
is parallel to the flat of pump lifter
link
as shown
(Fig.
E-10.).
With
the throttle valve
seated
in
car­

buretor
bore, press down on the upper end of
diaphragm
shaft until the diaphragm
bottoms

in
the vacuum chamber. The metering rod should
now
seat
on casting with the metering rod
arm
flat against the pump lifter
link.
If the meter­
ing rod
does
not
seat
on the casting (check by 115

Fl
EXHAUST EMISSION CONTROL SYSTEMS

12793

FIG.
Fl-1—HURRICANE
F4-134
ENGINE EXHAUST EMISSION CONTROL SYSTEM
1—
Anti-Backfire
Diverter
Valve

2— Air
Pump

3—
Pump
Air
Filter
Injection
Tube(s)
(Inside
Manifold)

5—Air
Delivery
Manifold
6—
Check
Valve
Ignition
timing must be set at 0 or at top dead
center.

Fl-10.
Exhaust Manifold

The
exhaust manifold is provided with a
boss
that is drilled and tapped at each cylinder to accept the

air
delivery manifold and injection tubes.

Fl-11.
MAINTENANCE

Efficient
performance of the exhaust emission con­
trol
system is dependent upon precise maintenance.
In
addition to the air pump and connecting
hoses

and
tubes, this system's efficiency is dependent
upon special carburetor calibration, distributor cen­

trifugal
advance curve and ignition timing setting

which
must be adjusted at 0 or top dead center.

Road
test
is a factory recommended optional serv­ ice every
6,000
miles
[9,600
km.] to evaluate over­

all
performance.

The
following procedure is recommended to assist
in
diagnosing performance and/or emission level
problems that are peculiar to
Exhaust
Emission

Control
System equipped vehicles.

Fl-12.
Carburetor

Check
carburetor number for proper application. (Specifications are listed at the end of this section)

Check
the dash pot and adjust as required.

Proper
carburetor idle mixture adjustment is im­
perative for
best
exhaust emission control.
The
idle adjustment should be made with the en­
gine
at normal operating temperature and air
cleaner
in place. Adjust the throttle
stop
screw to
idle the
engine
at specified RPM. All lights and accessories must be turned off.

Fl-13.
Carburetor
Idle
Setting
NOTE:
The idle mixture adjustment procedure for
the late model
YF-4941S
and
YF-6115S
Carter
Carburetor
equipped with the
External
Idle
Mix­

ture
Limiter
Cap is the same as outlined below
in
Pars.
"A"
through
"D";
however, because of the

Idle
Limiter
Cap,
the idle mixture screw
CANNOT

be adjusted in the counter-clockwise
(rich)
direc­
tion. The adjustment is made from the
rich
stop
position and the mixture screw is turned in (clock­
wise) approximately %
turn
to "Lean Best
Idle."
Refer
to Section E, Fig. E-6.

The
"Lean
Best
Idle"
method of idle setting is as follows:

a.
Any scheduled service of ignition system should
precede this adjustment. 144

F2
EXHAUST EMISSION CONTROL SYSTEMS
the throttle
stop
screw to idle the
engine
at 650
to 700 rpm.

F2-17. Carburetor Idle Setting
The
"Lean
Best
Idle"
Method of Idle Setting is as
follows:

a.
Any scheduled service of ignition system should
precede this adjustment

b.
Connect tachometer to engine.

c.
Warm
up
engine
and stabilize temperatures.

d.
Adjust
engine
idle to speed desired, using throt­
tle idle speed adjusting screw.
e.
Turn
idle mixture screws out (counterclockwise)

until
a
loss
of
engine
speed is indicated; then slowly
turn
mixture screws in (clockwise-leaner)
until
maximum speed (rpm) is reached. Continue

turning
in (clockwise) until speed begins to drop;

turn
mixture adjustment back out (counterclock­
wise-richer)
until maximum speed is just regained

at
a "lean as possible" mixture adjustment.

F2-18. Distributor
The
ignition distributor used with the
Exhaust
Emission
Control
System is the same as that used
on
engines
without
Exhaust
Emission
Control.
Check
the distributor cam dwell angle and point
condition.
Check
ignition timing and adjust to specifications shown on the last
page
of this section.

F2-19.
Anti-Backfire
Valve

The
anti-backfire valve remains closed except when
the throttle is closed rapidly from an open position.
To
check the valve for proper operation, accelerate
the
engine
in neutral, allowing the throttle to close

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

pump.
With
a finger placed over the open end of
the
hose
(not the valve), accelerate the
engine
and allow the throttle to close rapidly. The valve is
operating satisfactorily if a momentary air rushing
noise is audible.

F2-20.
Check
Valve

The
check valves in the lines to the air distribution manifolds prevent the reverse flow of exhaust
gases

to the pump in the event the pump should, for

any
reason,
become
inoperative or should exhaust

pressure
ever exceed pump pressure.

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

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

F2-21.
Air
Pump

Check
for proper drive belt tension with belt tension
gauge
W-283. The belt strand tension should be 60 pounds measured on the
longest
accessible span
between two pulleys. DO NOT PRY ON THE

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

running,
air discharge should be felt at one of
the pump
outlet
openings. The pump
outlet
air
pressure,
as determined by the relief valve, is preset
and
is not adjustable.

The
air pump
rear
cover assembly, housing the pressed in inlet and discharge tubes, and the pres­
sure
relief valve are the only pump components
recommended for service replacement. These parts
are
to be replaced only when damaged as a result
of handling or in the event the relief valve was
tampered with.

F2-22.
Intake Manifold

Intake
manifold leaks must not be overlooked. Air
leakage at the intake manifold may be compen­
sated for by
richer
idle mixture setting, however, this
will
usually cause uneven fuel-air distribution
and
will
always result in
loss
of performance and
exhaust emission control. To check for air leakage
into the intake manifold, apply kerosene or naph­
tha,
on the intake manifold to cylinder head joints

and
observe whether any changes in
engine
rpm

occur.
If an air leak is indicated, check the mani­
fold to cylinder head bolt torque. The correct torque is 25-35 lbs. ft. [3,46 a 4,84 kg-m.]. If the

leak
is
still
evident,
loosen
the manifold assembly

and
torque-tighten the bolts evenly.
Start
from the center and use proper torque values. Replace the
manifold
gasket if the leak
still
exists.
Clean
both
mating surfaces and check for
burrs
or other ir­

regularities.

Always
torque the bolts evenly to the specified
torque value to prevent warpage.

F2-23.
Carburetor
Air
Cleaner
—Oil
Bath

Every
6,000
miles [9,600 km.] disconnect attach­

ing
hoses
and unscrew the wing nut from the top
of the air cleaner and lift it off the carburetor.

Lift
the cover and filter element off the oil sump.

Clean
the inside surface of the sump and
refill
to

indicated
oil level with SAE 40 or 50
engine
oil
above 32 F; SAE 20 below 32 F.
Wash
filter element in kerosene and
drain.
Reassemble the air

cleaner
and install on carburetor.

More
frequent cleaning and replacement are advis­ able when the car is operated in dusty areas or on

unpaved
roads. Accumulated
dirt
restricts air flow,
reducing
fuel economy and performance.

F2-24.
REMOVAL PROCEDURES
The
following paragraphs
give
the procedures for removing the major units of the exhaust emission
control
system and the required equipment needed.

F2-2S.
Air
Pump

Loosen
the air pump mounting bracket bolts. Re­ move the air pump air hose(s). Separate the air pump from its mounting bracket. At time of install­
ation,
torque tighten the air pump mounting bolts
to
30-40
lbs.-ft [4,15 a 5,53 kg-m.].
Adjust
the
belt strand tension to 60 pounds. 156