VEHICLE IDENTIFICATION -GENERAL INFORMATION

MAINTENANCE

SIX CYLINDER ENGINE

232-258 CUBIC INCH DISPLACEMENT
V-8 ENGINE
304-360 CUBIC INCH DISPLACEMENT

COOLING
Technical ELECTRICAL

Service FUEL - CARBURETION

Manual EMISSION CONTROL

CLUTCH

MANUAL TRANSMISSION

FOREWORD
The service procedures and specifications contained in AUTOMATIC TRANSMISSION
this manual are outlined for 1972 Jeep Models as listed
below: TRANSFER CASE
CJ-5/CJ-6 6 and V-8
Commando 6 and V-8 BRAKES AND WHEELS
Wagoneer 6 and V-8
Truck 6 and V-8
AXLES - PROPELLER SHAFTS
Where variation in procedures or specifications are
involved, specific identification is provided for clarifica-
tion. STEERING
The specifications and adjustments contained in this
manual were in effect at the time of the publication. SUSPENSION
Jeep Corporation reserves the right to discontinue
models, change specifications or design, without notice HEATER AND DEFROSTER
or incurring obligation.
The brand names mentioned in this manual are to be
AIR CONDITIONING
construed as and/or their equivalent. They are not in-
tended as advertising material but as specific type.
BODIES - PANELS - SUBASSEMBLIES - FRAME

DOOR AND REAR QUARTER TRIM, HARDWARE

AND GLASS
TAILGATE - ELECTRICALLY OPERATED WINDOWS -
.., '\
TRAVEL RACK

,. i .. h.~ '. ~ :::; WINDSHIELD - REAR WINDOW -

WINDSHIELD WIPER
~ ~--... ~' : :-<.

INSTRUMENT PANEL AND MOUNTED ASSEMBLIES

Jeep Corporation
SEAT ASSEMBLIES AND ADJUSTERS
World's Largest and Most Experienced
Manufacturer of 4-Wheel Drive Vehicles
DOME LIGHT - HEADLINING - EXTERIOR DECALS

Technical Service SPECIAL EQUIPMENT

HARNESS ROUTING
J-72-1001 LITHOGRAPHED IN U.S.A.
 VEHICLE IDENTIFICATION -GENERAL A-1

INFORMATION
Page
VEHICLE IDENTIFICATION NUMBER ................... 1
FEDERAL SAFETY CERTIFICATION .................... 2
MODEL AND BODY SffiES .......................... 3
PAINT CODE NUMBERS ............................. 3
Page
TRIM CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL DIMENSIONS ............................ 4
POWER TRAIN COMBINATIONS .................... . 5

VEHICLE IDENTIFICATION NUM BER

The thirteen (13) digit alphanumeri-
cal Vehicle Identification Number (YIN)
is stamped on a metal plate which is
riveted on the vehicle. On CJ-5/CJ-6
and Commando models the plate is
affixed to the firewall on the driver's
side. On the Wagoneer and Truck
models the plate is affixed to the left
CJ.SjCJ-6 & Commando
front door body hinge pillar.

nuo
Tn~<k Wogo,..r

FIGURE 1 - "YIN" Plates

JEEP ''YIN" DECODING CHART

PLANT TRANS. DRIVE BODY smE

A- Toledo AUTO. LHD 1 - Thriftslde (Truck)

8 ... CKD AUTO. LHD 2 ... Townside (Truck)
F -Toledo 3-Speed LHD 3 = Platform Stoke (Truck) Sequential
G - Toledo 3-Speed RHO 4 = 4-Dr. Wagon Serial Number
J - CKD 3-Speed LHD 5 ~Open Body (Five Digit Number)
K- CKD 3-Speed RHO 6 =Cob & Chassis (Truck)
M- Toledo 4-Speed LHD 8 ... Stripped Chassis
N ~Toledo 4-Speed RHO F - Full Cob-Metal
0 - CKD 4-Speed LHD H = Half Cob-Metal
P - CKD 4-Speed RHO

Built by
Jeep
Corporation
1 4 4 c N ---
00001

TYPE GVW
C ~ Cu$tom
Wogan 5600
ENGINE
VEHIClE liNE 0 ~ Stondord
Wogan 5600 CodeCID Cyl. Comp.
1-4 - Wogoneer -110" W.B. R = CJ-6 (Max.) -4750 A= 258 6 Reg.
2-4- Truck -120" W.B. s - CJ..S (Mox.) -4500 8 = 258 6 uc
3-4 ... Tn1<k -132" W.B. T = CJ.5 (Std.) 3750 E -232 6 Reg.
63 ... CJ.,S - 81" W.B. CKD U =Commando F -232 6 UC
6-4- CJ-6 -101" W.B. CKD (Mox.) 4700 H = 304 V-8 Reg.
71 =MD V - Commando/ N = 360 V-8 Reg.
Government CJ-6 (Std.) R - 13-4 4 Reg.
72 = MDA
Vehicles
3900
78- M-606 W= Truck 5000 T - 134 4 l/C
83 - CJS - 8-4" W.B. X = Truck 6000
84 ... CJ-6 -10-4" W.B. Y = Truck 7000
87 - Commando -10-4" W.B. Z = Truck 8000
A-2 VEHICLE IDENTIFICATION -GENERAL INFORMATION

FEDERAL SAFETY CERTIFICATION

A non-removable plastic label which WJO ~.,. . . . . , CORPORATION instrument panel. On the Commando,
lists the month and year built, Vehicle OATE CVWR it is located on the front body hinge
CAWR FRT. Rf.AA
Identification Number (YIN), and as- j;,..l~.: .- .. ; "V'' .l: ol<"< <AM I H~! .. .lc ...-. -~ '0[<-~ ;,H pillar on the driver's side. On Wagon-
-~ J.\: J..iO"' - o, '~~ ">.'I r ""'\ I l,- "'f ',,.-\1"\ ol"l-,'
sures compliance to all applicable eer and Truck models it is located on
VEHICLE IIUIIIB..
Federal ~tor Vehicle Safety Stan- the door lock p illar on the driver's side.
dards is affixed to the vehicle. On the 1722'29
CJ-5/CJ-6 the decal is located on the FIGURE 2 - Certification Decal

MODEL AND BODY STYLES

MODEl CODE MODEL SERIES BODY STYLE
J-100 SERIES Jeep WAGONEER-110" WHEELBASE
14140 J-100 Station Wagon, 4 Door
1414C J-1 00 Station Wagon, 4 Door Custom
J-2000 SERIES Jeep TRUCK- 120" WHEELBASE
2406W J-2500 Truck, Cab and Chassis - 5000 GVW
2406X J-2600 Truck, Cob and Chassis - 6000 GVW
J-4000 SERIES Jeep TRUCK - 132" WHERBASE
3408W J-4500 Truck, Cab and Chassis - 5000 GVW
3408X J-4600 Truck, Cab and Chassis - 6000 GVW
3408Y J-4700 Truck, Cab and Chassis - 7000 GVW
3407Z J-4800 Truck, Camper- 8000 GVW
Jeep CJ-5/ CJ-6
8305 CJ-5 Open Body - 84" Wheelbase
8405 CJ-6 Open Body- 104" Wheelbase
Jeep COMMANDO SERIES -1 04" WHEELBASE
87050 C-104 Roadster
8705H C-104 Pick-Up
8705F C- 104 Station Wagon

PAINT AND TRIM

The Paint and Trim Option Plate is
affixed to the firewall on the passenger
side.
Point is not available from the fac-
tory. All colors shown below are avail-
able from Ditzler or Dupont paint
jobbers by requesting the paint inter- on "special paint," contact your Jeep
mix formula. Option No. 999 indicates Parts Distribution Center, and provide
"special paint."To obtain information the vehicle identification (YIN) number.
PAINT CODE N UMBERS AND CORRESPONDING COLORS
SOLID TWO-TONE DITZLER DUPONT CODE
PAINT CODE PAINT CODE* COLOR NAME CODE LUC!TE DULUX

226 481 President Red 71334 6963LH 93-95678

431 484 Avocado Mist 441 15 7316l 7316D
432 Chompogne White 8818 7314l 73140
490 498 Butterscotch Gold 2399 5406L 54060
491 499 Julep Green Metallic 44478 7663l 76630
492 500 Jetset Blue Metallic 2392 5395l 53950
PAINT TRIM 493 501 Yuco Ton Metallic 2397 5404l 54040
494 502 Skywoy Blue 2391 5394l 5394D
c 495 503 Canary Yellow 2266 5214LH 52 140

FLEET ONLY

135 Omoho Orange 60281 83215-H 83215-H

81 Transport Yellow 80020 83928 83928
21 496 Raven Block 9000 44 93-005
394 497 Marlin Blue Metallic 13156 (202)98001-H (1 81 )98001-H
72089 221 Federal Gray 31817 (253)91640 (93)91640
504 Forest Green 44586 7762l 77620
FIGURE 3 - Paint and Trim Plate *lower (solid) Color as listed with Upper or Accent color Champagne White (432).
VEHICLE IDENTIFICATION -GENERAL INFORMATION A-3

FlGURE 4- CJ-5/CJ-6- Shown With Soft Top

72$07

FIGURE 5 - Commando - Station Wagon

FIGURE 6- Wagoneer

72510 725 11

FIGURE 7- Truck
A-4 VEHICLE IDENTIFICATION - GENERAL INFORMATION

TRIM CODES

Trim material is available from Jeep Ports Distribution No. 999 indicates "special trim." To obtain information on
Centers. Consult the Jeep Ports list for ordering procedure. "special trim," contact the nearest Jeep Ports Distribution
The following chart is furnished for trim identification. Option Center, and provide the vehicle identification (YIN) number.

''Welling- "Striped
1972 Jeep TRIM CODES TRIM ton" Uganda"
Vinyl Perf. Vinyl
Jeep MODEL FRONT SEAT TYPE TRIM COLOR Buff Blk. Buff Blue Blk.
Bucket Seats 405 406
CJ-5/CJ-6 %-!1'3 Split Bench Seats 407 408
Commando -All Bucket Seats - Bose & "Decor Group" 395 396
Station Wagon Bucket Seats - "Custom Decor Group" 397 398 399
Commando- All Opt. %Y3 Split Bench Seat - Bose & "Decor Group" 400 401
Station Wagon Opt. %-Ys Split Bench Seat- "Custom Decor Group" 402 403 404

''Rio Grande" 11
Leo" "Uganda" "Scorpio"
1972 Jeep TRIM CODES TRIM Embossed Pleated Perf. Pleated Custom
Vinyl Fabric Vinyl Fobric
Jeep MODEL FRONT SEAT TYPE TRIM COLOR Buff Blue Blk. Buff Blue Blk. Buff Blue Blk. Buff BlUE Blk.
Wasoneer- Standard Bench Seat, FullBack . 371 372 373
-Custom Bench Seat, Full Bock 374 375 376 377 378 379
-Opt. All Bucket Seats .3 80 381 .382..
Truck - Standard Bench Seat, Full Bock 383 384 385
-Custom Bench Seat Full Bock 386 387 388 389 390 391
-Opt. All Bucket Seats 392 393 394

GENERAL DIMENSIONS

TREAD WIDTH AND WHEEL BASE

Min. Turning
Model Wheel Base Circle Front Tread Rear Tread
14- Wagoneer 110" 44.40' 57JXJ" 57.CXY'
24 - Truck 120" 49.50' 63.50" 63.80"
34 - Truck 132" 52.00' 63.90" 64.40"
83 - CJ-5 84" 32.90' 51.50" 50.00"
84-CJ-6 104" 37.60' 51.50" 50.00"
87- Commando 104" 37.80' 5 1.50" 50.00"

EXTERIOR DIMENSIONS

Overall Front Rear Min. Ground

Model Length Height Width Overhang Overhang Clearance
14 - Wagoneer 183.70" 65.30" 75.60" 28.70" 45.00" 7.80"
24- Truck
5000GVW 193.60" 69.50" 78.90" 28.60" 45.10" 7.90"
6000GVW 193.60" 71.30" 78.90" 28.60" 45.10" 8.90''
34- Truck
5000GVW 205.60" 69.50" 78.90" 28.60" 45.10" 7.90"
6000GVW 205.60" 71.30" 78.90'' 28.60" 45.10" 8.90"
(continued)
 VEHICLE IDENTIFICATION- GENERAL INFORMATION A-5

EXTERIOR DIMENSIONS - continued

Overall Front Rear Min. Ground

Model length Height Width Overhang Overhang Clearance
34- Truck
7000GVW 205.60" 72.40" 78.90" 28.60" 45.10" 8.90"
8000GVW 205.60" 72.40" 78.90" 28.60" 45.10" 8.90"
83 - CJ-5 138.9" 69.50" 60.0"* 22.90" 32.00" 8.00''
84 - CJ-6 158.9" 68.30" 60.0"* 22.90" 32.00" 8.00"
87- Commando 174.50" 62.4" 65.20" 26.10" 44.40" 7.50''

*less Steps
INTERIOR DIMENSIONS

Head Room leg Room Shoulder Room Hip Room

Model FRONT FRONT FRONT FRONT
14 - Wagoneer 39.00" 45.00" 58.1 2" 6 1.00''
24- Truck 38.25" 45.00" 60.12" 60.62"
34- Truck 38.25" 45.00" 60.12" 60.62"
83 -CJ-5 40.00"* 41.00" 55.40'' 55.40''
84 - CJ-6 40.00"* 41.00" 55.40'' 55.40"
87- Commando 39.00"** 41.00" 5 1.88" 52.00"

* With Full Metal Cab

**Pick-Up or Station Wagon
Metric Conversion Factors: One inch equals 25.4 millimeters or 2.54 centimeters
One foot equals .3048 meter

POWER TRAIN COMBINATIONS

TRANSMISSION TRANSFER FRONT

4-Spcl. Hydra- CASE &REAR AXlE MODEL AXlE
Jeep COMP. 3-Spcl. Madel matic MODEL CLUTCH BRAKE RATIO
MODEL ENGINE RATIO CARB. Madel T-18 ,~,
"20" SIZE SIZE FRONT REAR STD. OPT.
CJ.,S 232CID 8.0 1-8
258CID 8.0 1-8 T-14A
304CID 8.4 2-8 T-15A
Not Madel30
CJ-6 232 CID 8.0 1-8
T-14A Avoil. (Opert-Knuckle)
258CID 8.0 1-8 Full
304CID 8.4 2-8 lOy.'' 3.73 4.27
T-15A Floating
Commartda 232 CID 8.0 1-8 (8)
T-14A Made144
258CID 8.0 1-8 11"x 2"
304CID 8.4 2-8 T-15A Opt.
Semi-
floatirtg
-
NotAvoil.
Wagoneer 258CID 8.0 1-8 T-14A All Model30 (Q 4:27
304CID 8.4 2-8 Models Full (flanged shaft)
T-15A II" 3.31 3.73
360 ID 8.5 2-8 Float~
Truck-SOOOG~ 258CID 8.0 1-8 T-14A lOy.''
2406W & 3406W 304CID 8.4 2-8
360CID 8.5 2-8 T-15A Opt.
11"
-6(XX)GVW 258CID 8.0 1-8 I T-14A lOY," Madel44
(A)
2406X & 3406X:.:.._ 304CID 8.4 2-8 Full Madel60-2
4.09 4.88
360CID 8.5 2-8 12"x2" Floating Semi-
T-15A Floating
-7000GVW
3408Y _ II" (flanged shaft)
360CID 8.5 2-6 f.--
Not Modei 44HD Madel60-3
- 8000GVW Std. full
Not
Avoil. 12Ya" X 2" Full
3407Z Avoil.
Floating floating
(A) Optional rear axle not ovoiloble for V-8's with automatic transmission.
(8) Full Floating - wtleels ore bearing mounted on the 1\ouslng; the housing suppo<ts oil
the rear weight.
(C) Semi-Floating ~ inner axle shaft bearings ore carried on on extension of the case.
The outer (or wheel) bearings ore corried directly on the axle shoft; which
supports the total rear weight.
Note, The Wagoneer with 3-speed manuel transmission has "column" shift; other models
with the 3-speed manuel transmission ho-.. "floor" shift. All 4-speed manuel
tron.smisstons ore "floor" shift. All automatic transmissions ore "column" shift.

Trademarlc of Genera I Motors Corporotion.

r

A-6 VEHICLE IDENTIFICATION- GENERAL INFORMATION

TECHNICAL SERVICE LETTER REFERENCE

Date letter No. Subject Changes information on Page No.

-
 MAINTENANCE AND LUBRICATION B-1

Page
MAINTENANCE AND LUBRICATION .................. 1
FUEL RECOMMENDATION .......................... 1
MECHANICAL MAINTENANCE SCHEDULE CHARTS ... 2, 3
PRELIMINARY ROAD TEST ........................... 4
SERVICE - WHILE VEHICLE IS BEING REFUELED ........ 4
LUBRICATION REQUIREMENTS FOR OFF-HIGHWAY
OPERATION .................................... 4
NON-SCHEDULED MAINTENANCE SERVICES .. ..... .... 5
HEAVY DUTY DRIVING ............................. 5
SERVICES SCHEDULED BY MILEAGE OR TIME INTERVALS
Engine Oil Change ............................ 5
Engine Oil Viscosity ............................ 5
Engine O il level .............................. 6
Oil Filter .................................... 6
Engine Coolant ............................... 6
SERVICES SCHEDULED BY ACCUMULATED MILEAGE ..... 6
FLUIDS - INSPECT/ CORRECT LEVELS ......... ...... 6
Battery ...................................... 6
Steering Gear (Non-Power) ..................... 6
Power Steering Fluid level Check ................. 6
Broke Moster Cylinder .......... , ............... 6
Automatic Transmission ..... ........... ......... 6
Fluid level and Condition ..................... 6
Check Fluid ................. . .............. 7
Change Fluid ............................... 7
Manual Transmission and Transfer Case ........... 7
Fluid level Check ............................ 7
lubricant Change ............................ 7
Front Axle Steering Knuckle Housing .............. 7
lube level Check ............................ 7
lube Change ............................... 8
Axle Differentials (Front and Rear) ............... 8
lube level Check ............................ 8
Page
lube Change ............................... 8
FUEL FllTER ELEMENT - REPLACE ............ . . . ..... 8
MANUAL TRANSMISSION CLUTCH - INSPECTI
CORRECT ADJUSTMENT .......................... 8
AUTOMATIC TRANSMISSION - ADJUST LINKAGE ...... 8
EMISSION CONTROL SERVICES ...................... 8
One-Time Minor Adjustments - At 6,000 Miles Only . 9
Scheduled Routine Services - At 6-12-24-36-48-
60-72-84,000 Miles .......................... 9
Complete Precision Tune-Up- At 18-30-42-54-
66-78-90,000 Miles .......................... 9
COMPLETE CHASSIS LUBRICATION ................... 9
Steering linkage Boll Joints .................... 9
Steering Shaft U-Joint .......................... 9
Propeller Shafts ....................... .. ...... 9
Front Wheel Bearings ......................... 10
Transfer Case Shift linkage .................... 10
Transfer Case Shift Control lever Assembly ....... 10
Transmission and Transfer Case linkage Pivot Points 10
Spring Shackles .............................. 10
COMPLETE BODY LUBRICATION .................... 10
BRAKES ........................................ 11
FRONT SUSPENSION ............................ 11
TIRES ......................................... 12
Inflation Pressures ......................... 12, 13
Rotate .... . ................................ 12
Balance .................................... 12
BODY EXTERIOR ................................. 13
HYDRAULIC HOIST ............................... 15
JACKING INSTRUCTIONS ......................... 15
TOWING ....................................... 15
CAPACITIES ............................... . ..... 16

MAINTENANCE AND
LUBRICATION
Mechanical Maintenance and lubri-
cation recommendations hove been
developed to provide the owner with
optimum performance of his vehicle
and maximum protection under reason-
able driving conditions.
The intervals at which the various
lubrication and maintenance services
should be performed ore detailed in
this manual section and in the Mechan-
ical Maintenance Schedule provided
with each vehicle. The schedule is de-
signed to advise the owner of what is
expected of him in continuance of the
quality performance designed and
engineered into his Jeep vehicle.
The Maintenance Schedule will aid
Jeep Dealers and Service Technicians
in serving the owner's needs at the
recommended intervals.
Information concerning the types of
lubricants specified, the quantities re-
quired and the location of various
points of application ore listed and
consolidated in this section.
Detailed service procedures and
specifications ore listed in the respec-
tive sections of this manual.
Maintenance service is service that is
required through everyday driving of
any vehicle - engine or transmission
- minor adjustments beyond 6,000
miles, lubrication ... service or repairs
for any reason other than defects cov-
ered by the Warranty. Maintenance
services ore specified by the Jeep
Engineering Stoff. Some ore required
for best operation on a mileage or
time basis, os outlined in the Me-
chanical Maintenance Schedule.
The services outlined ore those which
experience and testing hove indicated
ore the most likely needed, at the in-
tervals shown. However, driving con-
ditions may vary the interval; for
example, o broke inspection may be
needed more often in stop and go use
than in highway driving. Maintenance
performed at regular intervals, is the
key to long and troublefree vehicle
life.
The Mechanical Maintenance Sched-
ule will serve as a quick reference to
the periodic maintenance and lubrica-
tion intervals required and recom-
mended for Jeep vehicles.
FUEL RECOMMENDATIONS
The 1972 Jeep engines ore designed
to operate on regular leaded fuels, or
low-lead fuels (ot least .5 grams lead
per gallon) of 91 Research Octane or
higher. Research Octane, however,
does not adequately describe a fuel
with respect to its knocking (ping)
characteristics in on engine. Due to
variations in fuel, engine and driving
schedules, a vehicle may require a fuel
higher than 9 1 octane. If "ping" or
engine knocking exists with such fuels,
use a fuel of higher octane or retard
the distributor initial setting (never
more than 3 degrees) for proper oper-
ation.
8-2 MAINTENANCE AND LUBRICATION

Mechanical Maintenance Schedule for 1972 Jeep Vehicles

SERVICES SCHEDULED by MILEAGEor TIME INTERVALS

WHEEL NUTS Torque required (RJ after firstlOO miles. (65-90 foot pounds)

ENGINE OIL AND Change required (R) every 6,000 miles or 6 months, whichever comes forst.
OIL FILTER Change Heavy Duty (HOI every 3,000 miles or 3 months, whichever comes fost.

ENGINE COOlANT Change required (R) before start of third winter season and then every faiL

SERVICES SCHEDULED by ACCUMULATED M I LEAGE*

R~equired by Jeep CorporatiOn

E-Required to help assure com- 3 6 12 18 24 30 36

ploance with u. s. national OO()M[TIK K(AI)ING
emission control standards.
-~lllQI
IN THOUSANOS
0--0plional, but importilnt to 54 48 42 72
hoghway safety or basic drovong
satisfaction

HD-
90 60 66
If you o perate your Jeep vehicle under heavy-duty con-
ditions such as off-road or dusty driving conditions for
over 30% of use; extended idlinlbsduring normal uses;
towing heavy trailers (over 2,000 I .); or short run uses 84 78
(most trips under 6-8 miles), mo re frequent servicong in-
terv~s are requored. HD service intervals are in addition
to others indicilted.

Fluids-inspect/correct levels (a)- (Chart #1) HD R R R R R R

Fuel Filter Element-replace R R R

Manual Transmission Clutch- inspect/ correct R R

R R R R
adjustment

Automatic Transmission-adjust linkage R R

U.S. EMISSION ~ One-Time Minor Adjustments E

CONTROL
SERVICES f
Sched I d R
ue
. Se .
outme rvaces E E
(Chart #2) Complete Precision Tune-up E E E

COMPLETE CHASSIS CJ-5/ CJ-6/Commando HD R R R R R R

LUBRICATION
(Chart #3) WagoneerIT ruck HD R HD R HD R

COMPLETE BODY LUBRICATION (Chart #4) HD R HD R HD R

Shock Absorber Mountings and Bushings HD HD R HD R HD R

-inspect

Spring Bushings-inspect HD R HD HD R

Exhaust System- inspect- HD HD HD HD HD HD HD

Brakes-Inspect/correct linings and other

parts (b) HD 0 HD 0 HD 0

Front Suspension-inspect/correct caster and toe-in HD 0 HD 0 HD 0

Ti res-inspect/correct for condition; check/ HD
correct pressures 0 0 0 0 0 0

Tires-rotate and balance 0 0 0 0 0 0

*1,000 miles equals 1,600 kilometers.

(a) Check engine oil level at each gasoline filL
(b) Immediately after operating in sand, mud, water, etc., inspect the brake
assemblies and clean if necessary.
 MAINTENANCE AND LUBRICATION B-3

Chart 1 FLUIDS- INSPECT/CORRECT LEVELS Chart 2 U.S. EMISSION CONTROL SERVICES

A precision electronic diagnosis should be purchased
whenever questionable engine performance occurs between
NORMAL SERVICE . . . . . . . . . . . . . . . . . . Every 6,000 miles the scheduled complete precision tune-ups.
HEAVY DUTY SERVICE .............. Every 3,000 miles ONE-TIME MINOR ADJUSTMENTS - At 6,000 Miles Only
Check engine idle speed and adjust if necessary (with
FLUID CHANGE CJ-5/ CJ-6 & Wagoneer engine at operating temperature).
Commando & Truck Check dwell and set if required (with scope or elwell
at Mileage at Mileage meter).
Interval Interval Check ignition timing and set if required.
Automatic Tronsmission - SCHEDUlED ROUTINE SERVICES - At 6-12-24-36-48-60-
Normal Service 24,000 24,000 72-84,000 Miles
Heavy Duty Service 12,000 12,000 Engine Oil Filler Cap (filter type) -clean
Manual Transmission 18,000 30,000 Heat Valve (exhaust manifold) - inspect and lubricate
Tronsfer Case 18,000 30,000 Drive Belts- inspect/correct condition and tension
Differentials Front & Rear 12,000 30,000 Carburetor Air Cleaner Element - clean (more often if
Front Axle Steering Knuckle conditions ore dusty)
Housing 12,000* 30,000 Distributor Com lubricator - rotate
Steering Gear Housing Checkond COMPlETE PRECISION TUNE-UP - At 18-3~42-54-66-78-
Power Steering refill as re- 90,000Miles
Reservoir quired - Engine Oil Filler Cop (filter type) -clean
} every 6,000
Moster Cylinder Heat Valve (exhaust manifold) - inspect and lubricate
miles Drive Belts - inspect condition and tension, and correct
Engine Oil Level if required
) Check at each
Radiator Coolant
Windshield Washer Solvent
~ fuel tonk fill. Carburetor Air Cleaner Element Assembly - replace pa-
per cartridge; clean polyurethane element, unless
Battery ) Add as required. plugged or damaged, then replace
*-Export only PCV Valve- replace
PCV Filter (6 cylinder) - clean
Coil, Condenser, Spark Plug Wires - inspect (replace if
required)
Spark Plugs - inspect, clean and re-gop (replace if re-
Chart 3 COMPLETE CHASSIS LUBRICATION quired)
Carburetor - inspect and adjust choke; adjust idle speed
CJ-5/ CJ-6 & WAGONEER and mixture
COMMANDO & TRUCK Ignition Points - inspect (replace if required); check dwell
NORMAL SERVICE Every 6,000 Miles Every 12,000 Miles and set if required
HEAVY-DUTY SERVICE Every 3,000 Miles Every 6,000 Miles Distributor Cam Lubricator- replace
Ignition Timing -check, and set if required
Distributor Vacuum Advance - check, and correct if re-
Inspection and/or lubrication of ... quired
Steering linkage boll joints (with replacement of suspen-
V-8 Manual Transmission "Air Injection" Hose Connections
sion and steering system ports as necessary)
- inspect, and correct if required (Wagoneer, and
Steering shaft U-joint, CJ-5/CJ-6 & Commando only
Truck over 6,000 GVW)
Front wheel bearings (all models every 12,000 miles)
V-8 Automatic Transmission Fuel Vapor Inlet Filter at
Front and rear propeller shaft universal joints and slip
Charcoal Canister - replace.
yokes
Rear spring shackles and pivot bolts (bronze) -
Chart 4 COMPLETE BODY LUBRICATION
Trucks only: 5,000 and 6,000 GVW with heavy duty op-
Hood latch and hinges
tion and 7,000 and 8,000 GVW
Transfer case shift linkage - CJ-5/CJ-6 (every 12,000 Door latches, lock cylinders and door hinges*
miles) Tailgate hinges, latches and liftgote support arms*
Transfer case shift control lever assembly - Commando, Front seat tracks
Wagoneer & Truck (every 12,000 Miles) Ash troy slides
NOTE: Rear wheel bearings do not require periodic or Glove box door latch and hinge
scheduled lubrication; only at time of overhaul or Courtesy light switch buttons*
other service. Apply Silicone lubricant to all door, window tailgate and
liftgate rubber weather seals*

*Where applicable

Trace knock (or ping) at low engine
speed is not harmful, however con-
tinued knock at high speeds con
damage on engine. Persistent knock
is damaging and constitutes "misuse"
under warranty.
TOTALLY "LEAD-FREE" FUEL
(Non-Leaded)
"In heavy duty service, use of non-
feed fuel should be avoided. In light
duty service, alternate tonk fills of
standard leaded fuel with non-lead
fuel is acceptable."
PRELIMINARY ROAD TEST
The owner will usually outline the
nature of conditions that may exist in
the vehicle. However, a rood test
may indicate the exact condition. It
may also indicate the probable reason
for the condition.
If at all possible, the rood test
should be performed with the owner
driving and outlining the condition re-
ported. This will provide on insight as
to whether or not the condition might,
perhaps, be o result of the type of
driving. At this time, the vehicle's
standards might be discussed with the
owner.
lne {oregolhg is merely a prelimi-
nary rood test to diagnose conditions
outlined as the owner has signified
and to note any additional items.
Upon completion of the maintenance
performed, o rood test will determine
the effectiveness and quality of the
service work performed.
SERVICE -WHILE VEHICLE
JS BEING REFUElED
Battery
Check level. If necessary, odd dis-
tilled water to bring level to the bot-
tom of filler wells.
A visual check may indicate further
service is required, refer to the "Elec-
trical" Section for complete informa-
tion.
Radiator Coolant
The factory-installed antifreeze cool-
ant should provide satisfactory protec-
tion for two years if the 50% concen-
tration is maintained. However, after
the factory-fill is drained, the cooling
system should be drained, flushed and
refilled annually, preferably in early
MAINTENANCE AND LUBRICATION
fall. All-Season Coolant or other high-
quality ethylene glycol antifreeze cool-
ant should be used in the system year-
round. Fill with antifreeze coolant and
water in 50/50 proportions to provide
- 34F. freezing protection. The 50/50
mixture should be maintained through-
out the year to provide good corrosion
inhibition as well as ontiboil_orotection
- so essential during summer.
Radiator coolant level should be
checked when the engine is cold, if
ot a ll possible. If the radiator cop is re-
moved when the system is at a high
operating temperature, the coolant
may boil and spurt out, due to the
release of pressure. Coolant lost in this
manner must, of course, be replaced.
If coolant should be needed, fill radio-
.~,.~ ~v'A'1itM~y H" rt1 1'" 0e1bw
filler neck when hot or 1 -~" to 2"
when cold, odd a mixture of equal
ports of All-Season Coolant or another
quality brand permanent anti-freeze
(ethylene glycol) and pure water. In on
emergency, plain water may be used.
Check the freeze protection at the
earliest opportunity, as the addition of
plain water will reduce the anti-freeze
protection afforded by the coolant. Do
not over-fill. as lo.ss of .c:rol.cmt .d!\9 .~
expansion will result.
Drive Belts
Visually inspect the "V" type drive
belts used for the cooling system fan,
alternator, water pump, air pump, and
engine driven accessories for frayed,
crocked, or deteriorated condition, and
replace if required.
Refer to the "Cooling" section for
detailed maintenance information.
Engine Oil
Prior to checking the oil level, pro-
vide sufficient time to allow the oil to
drain bock into the oil pon. Adding oil
between changes may be necessary
but only if the level is below the
lower mark on the dip stick.
ND.T.f.. ..CW ,lm.,ql ..~fw1ti Vlny .M
checked when the engine is worm, as
cold oil drains bock to the oil pan very
slowly.
Wiper Blades
Long exposure to heat and road
splash tend to harden the wiper blade
rubber, thus destroying efficiency and
adding to the possibility of scratching
the windshield. When the wipers smear
or do not clean the windshield, re-
placement is recommended.
W indshield Washer Solution
The windshield washer solution con-
tainer is located under the hood. This
container must be refilled periodically
with water and, if desired, a washer
sqlvent. If the temperature is expected
to be below the freezing point, washer
solution must be used to prevent freez-
ing and damage to the container.
All-Season Washer Solvent has on
ice inhibitor and washing detergent.
DO NOT use anti-freeze or other solu-
tions that con damage the paint. Keep
.tM :wn~bf:, .~~l'))i ~"\II ,fll~ .lr
freezing weather, worm the windshield
with the defroster before using the
washer.
LUBRICATION REQUIREMENTS
FOR OFF-H IGHWAY
OPERATION
Adequate lubrication becomes in-
creasingly important when vehicles ore
used in off-highway operation. Under
drese cono'li'1bns o1\' operotrng ports
of both the engine and chassis ore
subjected to unusual pressures. At the
some time such operation is usually un-
der abnormal dust and dirt conditions
making additional precautions neces-
sary. The importance of correct lubri-
cation for the conditions of operation
cannot be overestimated.
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 condi-
tion of the oil closely and change it
immediately if it appears to be con-
taminated.
Oil Filter
Replace the oil filter at the end of
the first 100 hours of service. Under
extreme operating conditions, more
frequent replacement may be required.
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.
 MAINTENANCE AND LUBRICATION
Air Cleaner
Core of the oir cleaner is extremely
vital to the life of the engine. Pay
particular attention to the amount of
dust and dirt in the air token into the
engine through the air cleaner. When
dust is not noticeable in the air, service
the air cleaner each 6000 miles. When-
ever the air is noticeably dusty (for
example when the vehicle is driven
on secondary roods or through fields)
then service the air cleaner more fre-
quently. Under extreme continually
dusty and dirty conditions where the
vehicle operates in clouds of dust and
dirt, service the air cleaner doily.
Chassis l ubrication
The period of lubrication depends
entirely upon the type of work being
done. Using the specified interval given
in the Mechanical Maintenance Sched-
ule os a guide, lubricate at safe inter-
vals required for the particular type of
operation. Under extremely dusty con-
ditions lubricate these points doily. Be
sure to force enough lubricant into
each fitting to force out the old lubri-
cant which might be contaminated
with grit and which would cause rapid
wear if allowed to remain.
Do not place lubricant on the vari-
ous ball and socket joints or pivot
points of the lift linkage as dirt will
accumulate to form on abrasive mix-
ture. It is best to simply wipe these
ports clean with a cloth.
Front Axle Shaft Universal
Joints - (Closed-Knuckle Type
Only)
For off-highway use remOYe the
universal joints twice yearly, thoroughly
clean both the housings and joints with
a suitable solvent, and refill the hous-
ings to the fill plug opening levels with
correct lubricant.
Manual 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.
Front and Rear Axle
Differentia Is
Because of the higher pressure de-
veloped in the axle assemblies with
heavy duty operation, drain, flush, and
refill the differential assemblies each
300 hours of operation. Use only flush-
ing oil or light engine oil to clean out
the housings.
CAUTION: Trac-Lok differentials may
be cleaned only by disassembling the
unit, and wiping with clean rags. Do
not flush the unit.
NON-SCHEDULED
MAINTENANCE SERVICES
A Jeep vehicle is a fairly compli-
cated piece of machinery. Most main-
tenance needs are taken care of on a
scheduled basis as listed in the Me-
chanical Maintenance Schedule chart.
And, while constant improvements by
Jeep Corporation engineers have ex-
tended the intervals between major
chassis lubrication periods, the vehicle
will need a number of non-scheduled
services and maintenance replace-
ments. Need for these is determined
by road, load, weather, terrain and
other variable operating conditions.
Non-scheduled maintenance services
include such items as cleaning of the
fuel system, removal of engine carbon
deposits, cleaning, adjustment and re-
tightening of loose parts and connec-
tions.
Non-scheduled maintenance replace-
ments include manual clutch compo-
nents, broke linings, shock absorbers,
light bulbs, wiper blades, belts, hoses,
soft trim, bright metal trim, pointed
ports, other appearance items plus
other rubber and rubber-like parts.
Need for these non-scheduled main-
tenance services and replacements is
usua lly indicated by the performance,
handling or appearance of the vehicle
or particular component.
HEAVY-DUTY DRIVING
Heavy-duty usage refers primarily
to forming, police, Government and
commercial load-carrying applications,
as well as the towing of trailers weigh-
ing over 2,000 pounds loaded.
In all types of load-carrying appli-
cations and trailer towing, owners
should be advised to ovoid over-load-
B-5
ing and severe-condition operation
which might cause broke, engine, axle,
steering, suspension, tire, or other
failure.
Special driving conditions - cold
weather, short trips, high-speed trips,
driving in heavy-dust - also call for
more frequent air cleaner service, oil
and filter changes, plus other heavy
duty (HD) services as outlined in the
Mechanical Maintenance Schedule
Chart.
SERVICES SCHEDULED BY
MILEAGE OR TIME INTERVALS
Engine Oil Change
The initial change of oil should be
mode at 6,000 miles. As periods for
subsequent drains ore affected by o
variety of conditions, no single mileage
figure con apply to all types of driv-
ing (Refer to "Engine Oil and Oil
Filter Change" - Mechanical N'tointen-
once Schedule).
Under normal favorable conditions,
draining at 6,000 mile intervals or
every six (6) months, whichever first
occurs, is required. When changing oil,
drain crankcase after engine has
reached normal operating temperature
to ensure complete removal of used
oil.
Engine Oil Quality
For maximum engine protection un-
der all driving conditions, use only
engine oil meeting API Engine Oil
Service Classification "SE". The term
"SE" must appear on the oil con-
tainer singly or in conjunction with
other designations. These new "SE"
engine oils provide more protection
against oil oxidation, high-temperature
engine deposits, rust and corrosion.
Engine Oil Viscosity
Multi-viscosity or single-viscosity
types of oil are equally acceptable if
refined and sold by reputable oil com-
ponies. However, multi-viscosity oil is
your best choice since it covers o
broader range of operating tempera-
tures and driving conditions. Oil vis-
cosity should be determined by the
lowest air temperature anticipated be-
fore your next oil change, as follows:
 8-6
LOWEST AIR MULTI-
TEMPERATURE VISCOSITY
ANTICIPATED ENGINE OIL
Above 32F SAE lOW-30 or lOW-40
Above 0F SAE lOW-30 or lOW-40
Below 0F SAE SW-20 or SW-30
LOWEST AIR SINGLE-
TEMPERATURE VISCOSITY
ANTICIPATED ENGINE OIL
Above +32F ........ SAE 20W-20
Above 0F . . . . . . . . . . . SAE lOW*
Below 0F ........... SAE lOW*
*Sustained high speeds (above 65
MPH) should be avoided when using
SAE 1OW engine oil since oil consump-
tion may be greater.
Engine Oil level
Form the habit of having the oil
level checked whenever fuel is pur-
chased. Allow the oil level to stabilize
to assure on accurate check. If the oil
level is down to the ADD oil mark on
the oil level gouge, odd one quart of
oil to bring it up to the FUU mark.
DO NOT OVERFill post FUll mark.
It is not unusual to expect oil addi-
tions between oil changes due to vary-
ing conditions of vehicle usage.
Oil Filter
A full flow oil filter is mounted on
the lower front right side on V-8 En-
gines and on the lower center right
side of Six Cylinder Engines.
The throw-away filter unit con be
removed from the adopter with use of
Oil Filter Removal Tool J-22700. The
replacement unit is turned on by hand
until the gasket contacts the seat and is
then tightened on additional half to
full turn.
The oil filter should be changed
every 6,000 miles or six (6) months
whichever occurs first. An additional
quart of oil is required ot this time.
Engine Coolant
Change before start of third winter
season and then every fall.
Coolant level should be maintained
at its original concentration and at
!h" to 1" (Hot) and 1-Y2" to 2"
(Cold) below the rear of the filler
neck seal surface. If coolant level is
low, add a mixture of equal ports of
All-Season Coolant or another quality
MAINTENANCE AND LUBRICATION
brand permanent anti-freeze (ethylene
glycol) and pure water. In on emer-
gency, plain water may be used. Check
the freeze protection at the earliest
opportunity, as the addition of plain
water will reduce the anti-freeze pro-
tection afforded by the coolant.
SERVICES SCHEDULED BY
ACCUMULATED MILEAGE-
Refer to Mechanical
Maintenance Charts
FLUIDS -INSPECT/CORRECT
LEVELS
Battery
Add distilled water to bring level to
the bottom of filler wells. Check spe-
cific gravity with a reliable hydrom-
eter. Coot connections with light min-
eral grease or "Petrolatum." Refer to
the Electrical Section for detailed
maintenance information.
Steering Gear (Non-Power)
lubricant should be level with the
fill-hole. If not bring up to level with
make-up lubricant. If lubricant level is
abnormally low - check for leaks.
FIGURE 1 - l ubrication Filler Hole
Locotion (lHD)
left-Hand-Drive Vehicles- Use spe-
cial lubricant, Jeep Port No. 940657.
Check and/or fill by removing the
side cover bolt (opposite the adjuster
screw). lubricant should be to level at
the bolt hole. If lubricant level is ab-
normally low - check for leaks.
Right-Hand-Drive Vehicles - Use
Gear lubricant Mii-L-2105B, Grode
SAE 80.
Power Steering Fluid level
Check
Use DEXRON Automatic Transmission
Fluid.
To check, remove the power steering
pump filler cop and observe the fluid
level. Fluid level should be at correct
dipstick level. If not, fill to proper level
with make-up fluid.
If abnormally low, the power steer-
ing system should be checked for pos-
sible leaks.
Drain and refill is not required.
Brake-Master Cylinder
Add or refill to Y2" from top.
Use only Jeep Port No. 94558,
Heavy Duty Automotive Broke Fluid or
equivalent; SAE Standard J 1703, Fed-
eral Specification W-B-680 and Fed-
eral Standard #116.
CAUTION: Never use reclaimed fluid,
mineral oil, or brake fluid inferior to
SAE Standard 11703. Be sure to handle
the broke fluid in clean dispensers and
containers that will not introduce even
the slightest amount of other liquids or
foreign particles.
FIGURE 2 - Remove Cover to Check
Fluid Level
Automatic Transmission
The correct oil and oil level is of ut-
most importance for smooth operation,
proper shifting, and longevity of the
unit. Avoid using non-outhorized
oils which may cause trouble.
Fluid l evel and Condition
low fluid level con cause a variety
of conditions because it allows the
pump to toke in air along with the
fluid. As in any hydraulic system, air
bubbles make the fluid spongy; there-
fore, pressures will be low and build
up slowly.
Improper filling can also raise the
fluid level too high. When the trans-
mission has too much fluid, the gears
churn up foam and cause the some

conditions which occur with o low
fluid level.
In either case, the air bubbles can
cause overheating, fluid oxidation and
varnish which con interfere with normal
valve, dutch and servo operation.
Foaming con also result in fluid escap-
ing from the transmission vent where
it may be mistaken for a leak.
Along with fluid level, it is important
to check the condition of the fluid.
When. the fluid is dark, smells burned,
and is full of metal or friction material
particles, a complete transmission over-
haul is needed. Be sure to examine the
fluid on the dipstick closely. If there
is any doubt about its condition, drain
out a sample for a double check.
After the fluid has been checked,
seat the dipstick fully to seal out water
and dirt.
Use DEXRON automatic transmission
fluid only.
Check fluid -
Normal driving (R) - Every 6,000
miles
Severe driving (HD) - Every 3,000
miles
With-
Engine running.
Vehicle on level surface.
Brakes applied.
Move shift lever through all
ranges. Place transmission in "Park."
Check fluid level (dipstick is lo-
cated in the filler pipe at the right
rear of the engine).
The fluid level should be between
the "ADD" and "FULL" marks at nor-
mal operating temperature (1 70F.).
This temperature is obtained after at
least 15 miles of expressway driving
or equivalent in city driving. Also at
normal operating temperature, the
fluid will heat the gauge end of the
d ipstick to a degree where the
overage person cannot grasp it
firmly with his bore hand without
discomfort.
If the transmission is not at oper-
ating temperature, the fluid level
should be approximately ~"below
the "ADD" mark with the fluid at
approximately 75F (roam tem-
perature). If the oil level is correctly
established at room temperature
(75F.), it should be at the "FULL"
mark on the dipstick when the trans-
mission reaches normal operating
temperature ( 170 F).
MAINTENANCE AND LUBRICATION 8-7
CAUTION: Do not overfill transmis- Severe Driving (HD) - Every 3,000
sion as this will cause foaming and loss miles
of fluid through the filler pipe. The fill-hole is located on the right
side of the three speed transmission
Change Fluid:
and transfer case and on the left hand
Normal driving (R) - Every 24,000 side of the four speed transmission. To
miles check lube levels, remove both the
Severe driving (HD) - Every 12,000 transmission and transfer case fill
miles plugs. Lube should be level with each
To change automatic transmission fill-hole.
fluid, proceed as follows: If not, bring up to level with make-
Drain fluid immediately after ve- up lubricant.
hicle operation, before it coals.
Remove the transmission bottom
pan screws, pan and gasket.
Remove oil strainer and discord.
Remove 0-ring seal from the pick-up
pipe -discard.
Install new oil strainer.
Install new 0-ring Seal on the pick-
up pipe, and install the strainer and
pipe assembly.
Thoroughly dean the bottom pan
and position a new gasket on the
pal'l. Use petrolatum or equivalent.
Install bottom pan; secure with at-
taching screws and tighten to 10-13
Foot Pounds.
Pour approximately 5 Quarts of
DEXRON automatic transmission
66335
fluid in the filler pipe. (Be sure that
FIGURE 3 - Filler Plug Location -
container spout, funnel or other items
Three-Speed Transmission Shown
in contact with the fluid is dean).
Start engine- allow it to idle for a Manua l Transmission and
few minutes.
Transfer Case lubrica nt
Place the selector lever in P (Park)
Change -
position, and apply parking brake.
With transmission warm, check fluid CJ-5/CJ-6 a nd Comma ndo
level; add fluid to bring level to the Every 18,000 miles
W agoneer and Truck -
"FULL" mark.
Every 30,000 miles
Manua l Transmission and
Remove both fill plugs and both
Transfer Case drain plugs. Allow both units to drain
Proper core and maintenance of the completely. Replace drain plugs. Fill
manual and overdrive transmissions to level of both fill-holes. Replace fill
will ensure smooth operation and long plugs.
life to the units. The oil level should be
checked at 6,000 mile intervals. Front Axle Steering Knuckle
Housing
Manual Transmission and
(Not applicable to CJ-5/CJ-6 and
Transfer Case Fluid l evel Commando - equipped with the
Check - Model 30 open-end axle).
Use SAE 80 Gear Lubricant of API, Use SAE 140 Gear Lubricant of API,
GL-4 quality. GL-3 quality.
Manual transmission and transfer
case lube should be checked and/or Lube level Check -
changed at the some time. Check both Normal Driving (R) - Every 6,000
units. miles
Normal Driving (R) - Every 6,000 Severe Driving (HD) - Every 3,000
miles miles
 8-8 MAINTENANCE AND LUBRICATION

Check the lube level of the front element to clog sooner.

axle (universal joint) steering knuckle
housing at each front wheel by re- MANUAL TRANSMISSION
moving the fill plug. The lubricant CLUTCH -INSPECT/CORRECT
should be level with the fill-hole. If not,
ADJUSTMENT
bring up to level by adding make-up
lubricant. The clutch pedal must hove "free
r ploy" to prevent premature release of
the "throw-out" bearing and resultant
clutch failure.
Manual transmission clutch adjust-
ment should be verified at 6,000 mile
intervals. Refer to "CLUTCH" section
FIG URE 5 - Axle Model Identification for detailed service information.
location
AUTOMATIC TRANSMISSION
Ad just linkage
The adjustment on vehicles equipped
with automatic transmission is occom-
,olished .by ~ilt..~\r;.g ,,':Is- .IS\~1;- d ,\~
shift rod, with the transmission shift
FIGURE 4 - location of Front Axle lever and selector lever in their neutral
Steerin g Knuckle Filler Plug FIG URE 6 - Rear Axle Filler Plug positions. Procedure for making the
location (Front Axle Similar) adjustment is given below:
lube Change - Remove the cotter pin, flat washer
CJ-5/ CJ-6 and Commando (Export Wagoneer and Truck and spring washer from the adjusting
vehicles only) Every 30,000 miles block at the transmission end of the
Every 12,000 miles. Remove the axle differential housing shift rod, and remove the block from
W agoneer a nd Truck - cover. the shift lever.
Every 30,000 miles. Allow lubricant to drain out. Make sure the transmission shift
R.!i~ ,th:f- ..sA'f~ ,.tlutf!- <1Trtt' otltn: On all' differentials (except Troc-Lok) lever is in the neutral position.
oughly clean the universal joints and flush the differential with a flushing oil Refer to "Automatic Transmission"
housings. or light engine oil to clean out the Section for correct adjustment proce-
Reinstall the axle shafts and refill housing (Do not use water, steam, dure for the shift linkage.
the housing.s to plug level. Replace kerosene or gasoline for flushing). Ploce the selector lever in the neu-
plugs. Check condition of the differential tral position and hold it firmly against
housing cover gasket. Replace if neces- the stop.
Axle Differentials- Front and sary. loosen the lock nuts at either end
Rear Install gasket and differential housing of the adjusting block, and position
cover. the block on the shift rod so it may be
Use Gear lubricant Mii-L-21058,
Tighten the cover bolts 15 to 25 Foot free!v ins_ertad J)n .tM .tmo.~mis~
.GccW> v'5M~ .m ..nil difut~ntW~
Pounds. shift lever without moving the lever.
except Troc-Lok, which requires special
Remove the filler plug and odd new Tighten the nuts to 6-12 Foot Pounds
lubricant, Jeep Port No. 94557.
lubricant to fill-hole level. torque.
Quantity required is listed on page
Replace fill-hole plug. Operate selector lever to be sure
16 by axle model.
CAUTION: Trac-Lolc differentials may transmission detents ore engaging in
The Axle Model Number is cost on
be cleaned only by disassembling the their respective positions.
the axle housing.
unit, and wiping with clean rags. Do not
lubricant level Check- Rush the unit. EMISSION CONTROL SERVICES
Normal Driving (R) - Every 6,000 Periodic maintenance consisting of
FUEL FILTER ELEMENT -
miles inspection and reguired services are
REP!~
Severe ul'lvlng \1115)'- tvery ;f,cJUU' necessary to maintain the Emission Con-
miles The in-line fuel filter at the carbure- trol operating at satisfactory control
The lubricant level of all differentials tor prevents foreign particles from levels.
should be at the level of the fill-hole. getting into the carburetor and clog- The following outlines the required
If not, bring to level by adding make- ging the jets. Ordinarily, replacement services needed to help assure com-
up lubricant. of the fuel filter is not necessary before pliance with U.S. notional emission
lubriex~nt Change - the recommended 12,000 miles inter- control standards.
CJ-5/CJ-6 and Commando - val, but abnormal operating conditions Refer to "EMISSION CONTROL"
Every 12,000 miles and/or dirty gasoline could cause the Section 4A for complete detail proce-
 MAINTENANCE AND LUBRICATION
dure$ and specifications.
A precision electronic diagnosis
should be recommended whenever
questionable engine performance oc-
curs between the scheduled complete
precision tune-ups.
ONE-TIME MINOR ADJUSTMENTS
At 6,000 Miles Only
Check engine idle speed and adjust
if necessary (with engine at oper-
ating temperature).
Check dwell and set if required (with
scope or dwell meter).
Check ignition timing and set if re-
quired.
SCHEDULED ROUTINE SERVICES - At
6-12-24-36-48-60-72-84,000 Miles
Engine O il Filler Cap (niter type) -
clean
Heat Valve (exhaust manifold) -in-
spect and lubricate
Drive Belts - inspect/correct condi-
tion and tension
Carburetor Air Cleaner Element -
clean (more often if conditions ore
dusty)
Distributor Cam lubricator - rotate
COMPLETE PRECISION TUNE-UP - At
18-30-42-54-66-78-90,000 Miles
Engine O il Filler Cap (filter type) -
clean
Heat Valve (exhaust manifold) -
inspect and lubricate
Drive Belts - inspect condition and
tension, and correct if required.
Carburetor Air Cleaner Element As-
sembly - replace paper car-
tridge; clean polyurethane ele-
ment, unless plugged or dam-
aged, then replace
PCV Valve- replace
PCV Filter (6 cylinder) - clean
Coil, Condenser, Spark Plug Wires
- inspect (replace if required)
Spork Plugs- inspect, clean andre-
gap (replace if required)
Carburetor - inspect and ad just
choke; adjust idle speed and mix-
ture
Ignition Points - inspect (replace if
required); check dwell and set if
required
Distributor Cam lubricator - replace
Ignition Timing - check, and set if
required
8-9
Distributor Vacuum Advance
check, and correct if required
V-8 Manual Transmission "Air In-
jection" Hose Connections - in-
spect, and correct if required
(Wagoneers, and Truck over 6,000
GVW)
V-8 Automatic Transmission Fuel
Vapor Inlet Filter at Charcoal
Canister - replace
COMPLETE CHASSIS
LUBRICATION - Refer to
Chart #3
Steering Linkage Ball Joints
The tie rod and drag link sockets
72741
are equipped with lubrication fittings
and should be lubricated with Chassis FIGURE 8 - location of Steering
lubricant NLGI #2. Shaft U-Joint
Lubrication Frequency -
CJ-5/CJ-6 and Commando lubrication Frequency -
Normal Driving (R) - Every 6,000 Normal Driving (R) - Every 6,000
miles miles
Severe Driving (HD) - Every 3,000 Severe Driving (HD) - Every 3,000
miles miles
Wagoneer and Truck A lubrication hand gun is required.
Normal Driving (R) - Every 12,000 Always wipe fitting clean before lu-
mile$ bricating. Remove excess lubricant from
Severe Driving (HD) - Every 6,000 fitting after lubrication is completed.
miles
FIGURE 7 - location of Steering linkage Ball Joint lubrication Fittings -
CJ-5/CJ-6 Shown
A lubricating hand gun is required. Propeller Shafts
Always wipe fitting clean before lubri-
cating. Remove excess lubricant from CJ-5/CJ-6 and Commando
fittings after lubrication is completed. Use Chassis lubricant NlGI #2
lubrication Frequency -
Steering Shaft U-Joint Normal Driving (R) - Every 6,000
miles
CJ-5/ CJ-6 and Commando only Severe Driving (HD) - Every 3,000
Use Chassis lubricant NlGI #2 miles
- B-10
Apply lubricant to sleeve yokes
(splines) and both universal joint jour-
nal fittings with hand compressor
grease gun.
Wagoneer a nd Truck
Front Propeller Shaft Six Cylinder
Wtodels
lubrication Frequency -
Normal Driving (R) - Every 12,000
miles
Severe Driving (HD) - Every 6,000
miles
Apply Chassis lubricant NlGI #2
to the sleeve yoke (spline) fitting and
to both universal joint journal fittings
with a hand compressor gun.
Front Prqoeller Sho.f.t- Y-.8 .Mc\ct9.1s
Sleeve yoke (spline) only
lubrication Frequency -
Normal Driving (R) - Every 12,000
miles
Severe Driving (HD) - Every 6,000
miles
Apply Chassis lubricant NlGI # 2
Universal-joint journals
Repack with NlGI #2 Chassis lu-
bricant or replace.
Normal Driving (R) - Every 48,000
mrles
Severe Driving (HD) - Every 18,000
miles
Double Cardon joint (transfer case
end) constant velocity center bearing.
lubrication Frequency -
Normal Driving (R) - Every 48,000
miles
Severe Driving (HD)- Every 18,000
miles
lubricate with special lubricant,
Jeep Part No. 999633.
Mark the front propeller shaft and
pinion yoke to assure proper alignment
during assembly.
Disconnect the front universal joint
from the front axle. Move the front
end of the shaft to the right as for as
possible. Rotate the shaft until the
lubrication hole plug can be easily
seen. Remove the plug. Use on ex-
tended point lubrication adopter such
as Alemite Adapter, Number 6783 to
lube the joint. Install the hole plug.
Align the marks on the propeller
shaft and pinion yoke. Connect the
front universal joint to the front axle.
Rear Propeller Shaft -
Wagoneer- No lube fittings
Repack universal-joint journals with
NLGI :H:2 or replace.
MAINTENANCE AND LUBRICATION
Normal Driving (R) - Every 48,000
miles
Severe Driving (HD) - Every 18,000
miles
It is also recommended that inspec-
tion of both joints for boot damage or
se.o.l .\xokage be .~ trv~ry- 2,().XJ
miles.
Truck
Lubrication Frequency -
Normal Driving (R) - Every 12,000
miles
Severe Driving (HD) - Every 6,000
miles
Apply Chassis Lubricant NlGI #2
to sleeve yoke spline fitting and both
universal joint journal fittings with a
nona' compressor grease gun.
Front Wheel Bearings
Use Wheel Bearing Lubricant NLGI
#2 with a lithium base (EP-Type).
lube every 12,000 miles.
To lubricate front and rear wheel
bearings it is necessary to remove,
clean, inspect, repack and adjust them.
When front wheel hubs and bearings
ore removed for lubrication, they
~~h.rurlt ~ .11\.nuuyrhy was~ea' rh a
suitable cleaning solvent. The bear-
ings should be carefully dried and then
given a thorough cleaning and in-
spection. Use a clean brush to re-
move all particles of old lubricant from
bearings and hubs. After the bearings
are cleaned, inspect them for pitted
races and rollers. Also, check the hub
ail seals
NOTE: Wheel bearing lithium bose
lubricants ore used at the fodory lor
initio/ fill of these bearings. When lith-
ium bose and sodium bose lubricants
ore mixed, the result is a thinned-out
mixture that con bleed through seals. It
is therefore important that lubricants
with the correct bose be used when
lubricating the wheel bearings.
Should leaks occur of wheel bearing
seals, the leaks may be caused by a
mixture of two types of lubricants. In
such cases, the old lubricant should be
completely removed before new lubri-
cant is added. Wheel bearings should
be thoroughly cleaned, lubricated and
reinstalled.
Repack the bearing cones and ro ll-
ers with Wheel Bearing lubricant No.
2 with a lithium bose (EP-Type). Test
the bearing adjustment as outlined in
Section 9 - BRAKES AND WHEELS.
NO TE: Rear wheel bearings do not
require periodic or scheduled lubrica-
tion; only of time of overhaul or other
service.
Transfer Case Shift linkage-
lubrication
CJ-5/ CJ-6
Use Chassis lubricant NLGI #2
lubricate at lube fitting (located on
shift lever at pivot pin) every 12,000
miles.
Transfer Case Shift Control
lever Assembly - lubrication
Commando- Wagoneer - Truck
Use Chassis lubricant NlGI #2
lubricate at lube fitting (located in
cover on bottom of control lever as-
sembly housing) every 12,000 miles.
One to three shots or pumps is ode-
quote.
Transmission and Transfer Case
linkage Pivot Points -
lubrication
ArrModers
lubricate pivot points periodically
with penetrating lubricant - DuPont
"PM?", No. 2911, or its equivalent.
Spring Shackles- lubrication
Truck only - 2406W - 5000 GVW
and all 6000 GVW with heavy duty
option and all 7000 GVW and 8000
GVW trucks are equipped with bronze
bushings on the rear spring shackles
and pivot bolts. These bronze bushings
are equipped with lube fittings.
Use Chassis lubricant NlGI # 2.
lubrication Frequency -
Normal Driving (R) - Every 12,000
miles
Severe Driving (HD) - Every 6,000
miles
All other models ore equipped with
rubber bushings on the spring shackles
and pivot bolts. These rubber bushings
have no lubrication fitti1lgs and it is
very important that they NEVER BE
lUBRICATED.
COMPLETE BODY
LUBRICATION Refer to Chart 4
lubrication Frequency -
Normal Driving (R) - Every 12,000
miles

Severe Driving (HD) - Every 6,000
miles
All body pivot points, including such
items as seat tracks, doors, liftgote,
tailgate and hood hinges plus locks,
should be lubricated with Jeep "Lubrt-
plote" periodically to help assure
quiet, easy operation. As port of the
body lubrication, Jeep Silicone Lu-
bricant Spray should be applied to all
door, . window, liftgate and tailgate
rubber weather seals to minimize de-
teriorati<;>n and reduce damage from
scuffing encountered in doily use.
INSPECT SHOCK ABSORBER
MOUNTINGS AND BUSHINGS
Visually check for broken mounts or
bolts, worn or missing bushings on the
shock absorbers. This scheduled in-
spection is important because of :he
rugged use these vehicles ore sub-
jected to and the need for the s.~ock
absorbers and mounting ports for con-
trol over rough terrain.
INSPECT SPRING BUSHINGS
Front and Rear Spring Bushings
The condition of the spring bushings
is indicated by the alignment of the
spring pivot and spring shackle bolts.
Check the alignment of these bolts and
check that nuts ore tightened securely.
Spring Shackles- Rubber
Bushings
Rubber bushings ore provided on the
spring shackles. These rubber bushings
hove no lubrication fitting and it is
very important that they never be lu-
bricated.
Refer to page 10 for lubrication
recommendations of bronze rear spring
bushings on Trucks only 2406W -
5000 GVW and all 6000 GVW with
heavy duty option and all 7000 &
8000 GVW Trucks.
Front and Rear Axle U-Bolts
Torque the front and rear axle U-
bolts.
INSPECT EXHAUST SYSTEM
Inspect for loose connections, hang-
ers and damaged muffler or pipes.
This is important because of the rugged
use these vehicles ore subjected to a nd
more important - sofety.
MAINTENANCE AND LUBRICATION
BRAKES -INSPECT/CORRECT
LININGS AND OTHER PARTS
Examine broke linings for wear con
dition. Check the self ad justing mecha-
nism for proper function. Inspect wheel
and master cylinder and hydraulic
system for leaks and condition of lines
and tubing.
FRONT SUSPENSION -
INSPECT/CORRECT CASTER
AND TOE-IN
Hard steering and abnormal tire
wear is usually the result of incorrect
front wheel alignment; therefore, the
alignment should be inspected at the
recommended scheduled intervals or
more often when vehicle is operated
under heavy duty conditions.
Toe-ln Ad justment
To adjust the wheel toe-in, first raise
the front of the vehicle to free the front
wheels. Turn the wheels to the straight
ahead position. Use a steady-rest to
scribe a pencil line in the center of
each tire tread as the wheel is turned
by hand. A good way to do this is to
first coot a strip with chalk around the
circumference of the tread at the
center to form a bose for a fine pencil
line.
Measure the distance between the
scribed lines at the front and rear of
the wheels using core that both meas-
urements ore mode at on equal dis-
tance from the floor. The distance
between the lines should be greater at
the rear than the front by 3/s4" to '/a2"
To make adjustment to obtain this
distance loosen the clomp bolts and
turn the tie rod with a small pipe
wrench. The tie rod is threaded with
right and left hand threads to provide
equal adjustment at both wheels. Do
not overlook retightening the clomp
bolts to specified torque.
It is common practice to measure
between the wheel rims. This is satis-
factory providing the wheels run true.
By scribing a line on the tire tread,
measurement is token between the
rood contact points which will reduce
error of wheel run-out.
Camber Ad justment
Correct wheel comber is set in the
solid front axle at the time of manu-
B-11
facture and cannot be altered by any
adjustment. It is important that caster
and comber is the some on both front
wheels. Coster angle should be
checked using a Wheel Aligning fix-
ture. Heating any of these ports to
facilitate straightening usually destroys
the heat treatment given them at the
factory. Cold bending may cause a
fracture of the steel and is unsafe. Re-
placement with new ports is recom-
mended rather than any straightening
of damaged ports.
Comber Angle
~
Vertical Une-
l711U
FIG URE 9 - Front Wheel Camber
(Front View)
Caster Adjustment
Axle caster is preset at 3. It
should be checked on a wheel A lign-
ment fixture. If found to be incorrect,
correction may be mode by either in-
stalling new ports or installing caster
shims between the axle pad and the
springs.
If the camber and toe-in ore correct
and it is known that the axle is not
twisted, a satisfactory check may be
made by testing the vehicle on the
rood. Before rood testing, make sure
all tires ore properly inflated, being
particularly careful that both front tires
are inflated to exactly the some pres-
sure.
If vehicle turns easily to either side
but returns hard to straight ahead po-
sition, incorrect caster is indicated. If
correction is necessary, it can usually
be accomplished by installing shims
between the springs and axle pads to
secure the desired result.
Front Wheel Alignment
Specifications
Coster Angle
With or Without Power Steering 3
Comber . . . . . . . . . . . . . . . . . 1}"2
Toe-n
I ............. '/u "to ' / 12,
 8-12
FIGURE 10 - Axle Caster (Side View)
Front Wheel Turning Angle
CJ-5/CJ-6 and Commando O nly
Turning angle stop screws ore set at
31 to provide clearance for the larger
size (optional) tires. If the vehicle is
equipped with the 7.35 x 15 tire re-
adjustment of the stop screws to' ap-
proximately 34 will provide the short-
est turning diameter, and improve ve-
hicle maneuverability.
Wagoneer and Truck
Turning angle stop screws ore set at
28.
TIRES
Inspect/Correct For Condition:
Check/Correct Pressures
Tire life and Safety
Advise owners to drive with care,
making normal starts a nd stops, which
will add countless miles to the life of
tires (as well as the vehicle). Fast starts,
panic stops and screeching turns burn
rubber. Overloading and incorrect tire
pressure ore treadlife thieves and a
hazard to driving safety.
Tire Condition
Inspect tires often for visible signs
of underinflation and uneven wear
which may indicate need for front-end
alignment, tire rotation and wheel
balancing. 6,000-mile service intervals
ore recommended.
Wide-Tread and Radial-Ply
Tires
These types of tires must be installed
on the vehicle in comp lete sets, and
only be used when there is adequate
clearance. They must not be mixed
MAINTENANCE AND lUBRICATION
with conventional bios-ply tires, or the
fiberglass belted '78" series tires.
Radial-ply tires ore not recommended
for station wagons or trucks due to
unusual handling characteristics with a
load.
Mud and Snow Tires
These tires should be operated at
full-load inflation pressures. Sustained
speeds over 75 MPH for one hour or
more ore not recommended for mud
and snow tires.
Tire Tradion
Owner's con spray both rear tires
with Jeep liquid Tire Chain (aerosol
con) to improve traction on snow or
ice. A mild "rocking" action will help
free the car from snow (and mud or
sand) by moving the automatic trans-
mission lever from D (drive) to R (re-
verse) in a repeating pattern while
applying accelerator moderately (shift
from 1st gear to reverse for manual
transmission). Do not race engine,
avoid spinning tires and limit rocking
time.
On wet or slushy roads, a water
"wedge" can build up between the
tire and road. This ''hydroplaning'' ac-
tion could cause loss of traction, thus
adversely affecting control and bra k-
ing. Slow down in rainstorms, or when
roads are wet or slushy, and by a ll
means - toke advantage of 4-wheel
drive traction.
Tire Repair
If it becomes necessary to repair a
tire due to puncture, the tire should be
removed from the rim and a combina-
tion vulcanized plug and patch should
be applied from the inside. Externally
applied plugs, blow-out patches, and
aerosol-type sealants should be con-
sidered only as emergency repair. Tires
with emergency repairs should not be
driven over 50 MPH, nor for more
than a distance of 100 miles before
permanent repairs are mode.
Tread Still Good Tread Worn Out
Tire Pressures
Correct tire pressures depend on tire
size, tire ply, gross vehicle weight
(GVW) rating, vehicle load and the
type of driving.
For satisfactory 4-wheel drive opera-
tion, a Jeep 4-wheel drive vehicle
MUST be equipped with the same size
tires of equal circumference on all
four wheels. The tires must then be
inflated to the pressures recommended
by Jeep Corporation - at a ll times.
Tire inflation should be checked and
adjusted to recommended pressures
periodically (at least monthly), espe-
cially when extreme changes (20F.) in
average seasonal temperatures occur.
Tire inflation pressures should be
checked and adjusted when the tires
are co(d - driven fess than 2 mifes at
moderate speeds of less than 40 MPH
after the vehicle has been at rest for
at least 6 hours.
Do not reduce inflation pressure if
the tires ore hot -driven over 10 miles
in excess of 60 MPH - as tire pressure
may increase as much as 6 PSI over
cold pressures. If tire pressure must be
adjusted while hot, temporarily set
pressure at 6 PSI (1 0 PSI for sustained
high speeds) greater than those speci-
fied until such time as cold inflation
pressure con be checked and adjusted.
The correct tire inflation pressures,
under any given set of driving con-
ditions, may now be determined by
referring to the "Tire Inflation Pressure
(PSI) Table:" "Cold" inflation pressures
ore those measured with the tires at
approximately the prevailing atmos-
pheric temperature and do not include
any inflation build-up caused by heat
from vehicle operation. Pressures speci-
fied ore precisely measured for the
tire sizes recommended for each Jeep
vehicle model at the GVW rating.
Tire Rotation
Rotating tires every 6,000 miles is
recommended to assure longer overall
tire life by equalizing wear. If no spare
tire is used, follow the "rotating 4
tires" d iagram. If uneven t ire wear
should occur sooner than 6,000-mile
intervals, the tires should be rotated
more often. Whenever tires ore ro-
tated, the inflation pressure should be
readjusted, and if the tires were bal-
anced on the vehicle they should be
rebalanced.
 MAINTENANCE AND LUBRICATION B-13

Model

CJ...S Sta ndard Vehicle

Madel
Code
TIRE INFLATION PRESSURE (PSI) TABLE
Cold Before Running- Do Not Roduco Pressures If Tires Are Worm.
One Pound Per Square Inch Equols .07 Kilometers Per Square CentirMter.

GVW
Rating
nre
Size
7.35
8.55
X 15
15
n ...
Ply
Rating
4
4 or 8
Front
Normal
Driving
Rear
Sustained Driving
Over 60 MPH
f ront Rear

3750# X 20 24 24 28
8305
H78 X 15 4
Heavy Du1y Vehicle 4500# 6.00 X 16 6 30 45 40 55
7.35 X 15 4
CJ.6 Standard Vohiclo 3900# 8.55 X 15 4 or8 20 24 24 28
8405
H78 X 15 4
Heavy Duty Vehicle 4750# 6.00 X 16 6 30 45 40 55
7.35 X 15 4
Commando* Standard Vehicle 24 24
3900# 6.55 X 15 4 or 8 20 28
8705
H78 X 15 4
Heavy Duty Vehicle 4700# 6.00 X 16 6 30 45 40 55
7.75 15
X 4 26 28 30 32
Wagoneer 1414 5400# 8.55X 15 4or8
20 24 24 28
H78 x 15 4
8.25 X 15 4 26 28 30 32
2406W 8.55 X 15 4
Truck a nd 5000# 20 24 24 28
3408W H78 x 15 4
7.00 X 16 8 3.5 3.5 45 45
2406X
Truck and 6000# 7.00 X 16 8 35 50 45 60
2408X
Truck 3408Y 7000# 7.50 X 16 8 35 50 45 60
Camper Truck 340n 8000# 7.50 X 16 10 35 70 45 80
*NOTE: For loads under rated GVW - consult tho Tire Sticker located in tho glove compartment.

tion of high-quality enamels to pro-
vide a surface highly resistant to cor-
rosion. Undercoating, when applied,
odds furth er protection, but precau-
tions ore still needed.
Weekly washings of the exterior ore
ROT ATI NG S T IRES recommended. Even steam-cleaning,
particularly of wheel housings, bump-
may diminish the gloss or thin-out the
enamel. Gloss may be restored and
additional protection provided for the
vehicle's finish by using Jeep Silicone
Paste Wax.
Paint scratches should be retouched
with matching color spray touch-up
point as soon as discovered. This paint,

E9~/FRONT
ers, mufflers, tailpipes and brackets, is when properly applied, will cover up
suggested to clear away damaging minor nicks and scratches.
incrustations on the underbody struc-

c:::J~~
ROTATI NG 4 T IRES
BODY EXTERIOR
Point - Core of Finish
Perhaps nowhere is neglect more
quickly apparent than in the appear-
o nce of a vehicle. Chemicals that help
make roods passable in snow and ice,
that ore sprayed on trees and rood
surfaces during other seasons, ore
highly corrosive to the metal in your
vehicle.
Many anti-corrosion treatments ore
utilized in the construction and finish
of vehicles including rust-prevention
coating of the body, plus the opplico-
ture. If undercooted, any breaks should
be promptly repaired.
Point Care
Frequent washing with clear water
and polishing with a soft cloth or
chamois will preserve the original luster
of the finish. Always use cold water in
washing the vehicle. Never wash it in
the direct rays of the hot sun and al-
ways wait until the sheet metal surfaces
ore cooled before washing.
Exercise core in removing stains and
rood film to prevent scratching the
finish. Jeep Polish and Cleaner may be
used to effectively remove rood film
and normal stains. Avoid using abrasive
compounds and power buffing that
NOTE: Woodgrain panels are mode
of vinyl, and ore applied over the finish
with a special applique process. Use
special core in cleaning or polishing
such areas.
Bright Meta l Trim
The sheen of chrome and bright
mela l trim con be retained if washed
frequently. Jeep Chrome Cleaner, Rust
Remover or Metal Polish, available at
any Jeep Dealership will help remove
discoloration and blemishes. The use
of Jeep Silicone Paste Wax will provide
protective coating against severe ex-
posure.
Do not use abrasive or strong clean-
ing materials such as steel wool or
scouring powder.
 B-14
G lass- Care and Handling,
Cleaning Glass
Clean windshield and windows pro-
mote safety and comfort in driving.
However, core in cleaning should be
exercised.
Do not clean glass with a chamois
or cloth which has been used to wash
the cor or has collected dirt and fine
grit or sand. Such foreign materials
will cause fine scratches in the glass
and, in some cases, may obstruct vis-
ion.
The windshield is subject to severe
rood splashes when following other
vehicles. These splashes may conta in
various types of oils and other sub-
stances that will stain and streak the
gloss by use of the windshield wipers.
To remove this foreign substance,
use ONLY POWDERED "BON AMI"
or equivalent on a cloth dampened
with water to cleon the gloss and
wiper blades. Then wash these ports
and rinse with water to remove a ll
traces of the foreign substances.
The wiper blades should always be
cleaned prior to cleaning the wind-
shield glass.
Caution should also be exercised
when applying any adhesives to the
gloss. Certain adhesive materials used
for pasting signs or labels on the gloss
cause pits in the glass.
Glass Breakage
Core should be exercised to pre-
vent glass breakage.
The use of coat hangers or any
hook over the edge of the glass may
cause edge fractures. A fracture of the
gloss edge may not result in immediate
breakage. However, breakage may oc-
cur when even a small amount of
strain is placed on the glass such as
closing doors with glass partially low-
ered or even in the full up position
without any movement of the car or
glass.
The practice of pulling doors closed
by holding the gloss, when in a par-
tially lowered position, may also result
in glass breakage.
Interior Trim
The fabrics and vinyls used for inter-
ior trim ore selected for their dura-
bility, fode-re!>istance a nd color-fast-
ness. Frequent dusting with a whisk
MAINTENANCE AND LUBRICATION
broom or vacuum and wiping with a
damp cloth followed by toweling-dry,
will help keep upholstery and interior
trim clean and attractive.
Imbedded dust and grease, oil, lip-
stick and other stains may be removed
from fabrics with Jeep Fabric Cleaner
or Jeep All-Purpose Cleaner. Jeep
Plastic and leather Cleaner is speci-
fically recommended for vinyl trim.
Removing Stains
When using cleaning fluids, damp-
en a clean coloth with the fluid and
start rubbing lightly around the out-
side of the spot, gradually working to
the center. This method keeps the spot
from spreading and is less likely to
leave o ring. The following sugges-
tions will be helpful in removing stains:
Battery Acid
Pour household ammonia directly
on the spot and allow it to remain for
one minute. Rinse with cold water. It
is essential that such treatment be ap-
plied at once as the acid will per-
manently damage the fabric within o
few hours.
Grease and Oil Stains
Use Fabric Cleaner or equivalent.
If the fabric is saturated with oil, pour
cleaning fluid directly on the spot.
Then soa k it up by pressing a white
blotter on the spot. Do this before
cleaning with a cloth dampened with
cleaning fluid.
Nausea Stains
Use warm soap suds. Sponge the
stained area until stain is removed.
Brush with a whisk broom, with fiber
pile when wet and against the pile
when dry.
Milk Stains
Follow the some procedure as for
nausea stains.
Water Spots
Sponge the entire panel with a
cloth dampened with cold water and
then sponge the spots with fabric
cleaner.
Chewing Gum and Tar
Cool the spot with ice cube which
makes tar or gum very brittle, then
carefully remove with dull knife. Re-
move any remaining residue with
fabric clea ner.
Blood Stains
Use cold water. If this does not re-
move the entire stain, pour ammonia
on the spot; then rub with a clean
cloth.
NOTE: Never use hot water on blood
stains as this will only set the stain.
Candy Stains
Use hot water on all candy stains
that do not contain chocolate. If a
chocolate stain, first rub out the stain
with a clean cloth dampened with
fabric cleaner. Then scrape with a
dull knife and rinse with cold water.
In either case, after the spot has dried
it is advisable to use fabric cleaner.
CAUTIO N: Avoid the use of hot
water except where specifically recom-
mended.
Fruit Stains
Rub vigorously with o cloth damp-
ened in hot water; when dry, use fabric
cleaner.
Ice Cream
Follow the some procedure as for
fruit sta ins.
lipstick
Pour a small quantity of fabric
cleaner directly on the spot. Press a
clean white blotter over the stain. Re-
peat this process, using a new blotter
each time until the stain is removed.
Floor Coverings
Nylon pile carpeting will resist wear
and retain its depth of pile for a much
longer time if it is vacuumed frequently
to prevent dust and dirt from being
ground into the fibres.
Rubber or vinyl mots may be washed
with soap and water.
Headliner
Headliners with vinyl-coated sur-
faces can be cleaned easily using
light pressure with a clean cloth or
sponge and mild soap.
 MAINTENANCE AND LUBRICATION
CAUTION: Never use volatile clean-
ing solvents, such as gasoline, naphtha,
turpentine, point thinner or carbon tetra-
chloride in the interior of your vehicle.
Nor should laundry soaps, bleaches,
tints or caustic cleaners be used. They
may injure or fade trim material. If you
choose to use them they should be
tested on on obscure area before use.
WATER TEST PROCEDURE
Water testing con be performed
without the need of o helper, by uti-
lizing o suitable stand to which o
water hose con be attached. The hose
attachment should be adjustable to
permit changing the spray direction as
needed. This method will make it pO$-
sible for one man to observe and de-
tect the point of water entry while the
water is being applied.
Always begin the water spray at
the lowest point and a llow sufficient
saturation before moving the water
spray upward.
To best simulate normal conditions
that cause water leaks, i.e., rain or
cor wash, it is advisable to water test
with a spray pattern rather than o
heavy, solid stream of water which con
create misleading symptoms.
This procedure con be used on any
area suspected of having o water leak.
Correction
The following is a list of sealing
compounds best suited to correct water
- or dust - leaks in the respective
areas as described. Also comply with
specific instructions recommended by
the manufacturer and noted on the
container.
Body Joint Sealer - A heavy
bodied, asphalt bose compound with
properties very similar to undercoating
materials. Used to seal body joints.
Do not use where scuffing of sealer
may occur. Idea l for use in wheel
splash area after adequate cleaning
of surface.
Undercoat Spray - Undercoating
material in o pressurized spray con-
tainer is ideal for quick sealing of
body seams and joints. A four-inch
plastic tube as o nozzle extension
allows access to hard to seal areas.
Body Caulk - String Caulk - A
heavy bodied material which can eas-
ily be molded and pressed into place
and remain pliable. Ad joining surfaces
must be clean for good adhesion.
Caulk is best suited os o gosketing
material and not to be substituted for
sealing which requires an adhering
bond.
Plastisol or Hard Setting Sealers -
Fast curing sealers which con be used
on on exposed pointed surface. Sur-
face of sealer will harden smoothly
and quickly for repaint or touch-up.
Use for sealing coach joints or exposed
surface requiring o hard, smooth
finish.
Flowoble Block Sealers - Block,
thin bodied sealers with o butyl or
rubber bose, remaining soft and tacky
to fill voids which may occur due to
flexing. When sealing the windshield
or rear window area make certain the
sealer being used is recommended by
the manufacturer for use next to butyl
tape. Some types of flowoble black
sealers will deteriorate the butyl tope.
JACKING INSTRUCTIONS
When changing tires and wheels or
installing tire chains, set parking brake
securely, and block the wheel diag-
onally opposite the one to be removed
against both forward and rearward
movement.
Before raising vehicle, loosen wheel
nuts just slightly.
CAUTION: Never worlc under o cor
supported only with bumper joclc. Al-
ways use safety stands.
Jack Placement
CJ-5/CJ-6 and Commando
Place jock under the spring plate
(located below the axle) near wheel to
be changed.
8-15
Wagoneer & Truck
Place the jack under the bumper,
between the pair of bumper bolts near-
est the wheel to be changed. On Truck
models not equipped with rear bump-
ers - place the jack under the frame
near the wheel to be changed.
Check the stability of the vehicle
after it is raised.
CAUTION: DO NOT WORK UNDER
A VEHICLE WITHOUT A SAFETY
STAND SUPPORTING IT. THE JACK IS
FOR CHANGING WHEELS ONLY.
After changing the tire, and before
lowering the vehicle, snug up the wheel
nuts in an alternating sequence, and
with uniform snugness.
lower the vehicle until the tire just
touches the ground, then tighten the
wheel nuts firmly, and with the some
alternating sequence.
lower the vehicle fully, then snap
the wheel trim cover firmly into place
by starting directly over the valve stem.
Stow the jock, wrench and tire prop-
erly in the storage location.
Towing Instructions
To tow o 4-wheel drive Jeep vehicle,
first shift the transfer case and trans-
mission into neutral. The vehicle con
then be towed forward or backward
at reasonable safe speeds (such as
specified by state law) for any dis-
tonee.
Towing in reverse - all 4-wheel
drive models. Should it be necessary
to lift the rear wheels and tow the
vehicle in reverse, be sure to remove
the front axle shaft driving flanges
to prevent the front differential from
rotating.
Should the driving flanges be re-
moved, a cover should be improvised
that will prevent d irt from entering the
wheel bearings.
If the vehicle is equipped with free-
wheeling hubs there ore no drive
flanges to be removed, and it is only
necessary to lock the hubs in the free
wheeling position.
8-16 MAINTENANCE AND LUBRICATION

CAPACITIES

Capacities, Approximate Refill U.S. ~asure Imperial ~asure ~tric ~sure

Engine Oil (Includes 1 qt. for filter change)

232 CID & 258 CID engines 6 quarts 5.0 quarts 5.7 liters
304 CID & 360 CID engines 5 quarts 4.2 quarts 4.7 liters
Cooling System (includes 1 qt. for heater)
232 CID & 258 CID engines 10.5 quarts 8.7 quarts 10.0 liters
304 CID engine 14 quarts 11.6 quarts 13.2 liters
360 CID engine 13 quarts 10.8 quarts 12.3 liters
Transfer Case 3.25 pints 2.7 pints 1.5 liters
Transmission
.V.Onual 3-Speed - 6 cyl. 2.5 pints 2.1 pints 1.2 liters
Manual 3-Speed - V-8 2.75 pints 2.2 pints 1.3 liters
.V.Onual 4-Speed 6.5 pints 5.5 pints 3.1 liters
Automatic - Change Only 5.0 quarts 4.2 quarts 4.7 liters
Automatic- At Overhaul 11.0 quarts 9.2 quarts 10.4 liters
Differential
Model 30 - Front Axle 2.5 pints 2.1 pints 1.2 liters
(A) Model 44 - Front or Reor Axle 3.0 pints 2.5 pints 1.4 liters
(A) .V.Odel 60-2 or 60-3(FF) Rear Axle 6.0 pints 5.0 pints 2.8 liters
Gas Tank (Approximate Gallons)
Jeep CJ-5/CJ-6 & Commando 16 gal. 13.3 gal. 60.6 liters
Jeep Wagoneer 22 gal. 18.3 gal. 83.3 liters
Jeep Truck 20 gal. 16.7 gal. 75.7 liters

(A) Capacities of conventional and Trac-Lok rear axles are identical.

TECHNICAL SERVICE LETIER REFERENCE

Date letter No. Subject Changes information on Page No.

-
 SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
ENGINE ASSEMBLY ............................... 1
Description ..................................... 1
Identification ................................... I
Diagnosis Guide .................... . ............ 2
Mounting ...................................... 3
Removal ....................................... 3
Installation ..................................... 4
LUBRICATION SYSTEM ............................. 4
lubrication Circuit ............................... 4
Oil Filter ...................................... 5
Oil Pump ..................................... . 5
Oil Pressure Relief Valve ......................... 5
POSITIVE CRANKCASE VENTILATION ............... . . 6
Air Inlet Filter .................................. 6
PCV Valve ..................................... 6
CYLINDER HEAD COVER AND GASKET ................ 6
Removal ....................................... 6
Installation ..................................... 7
ROCKER ARM AND SHAFT ASSEMBLY ................. 7
Removal and Disassembly ......................... 7
Cleaning and Inspection .......................... 7
Assembly and Installation ......................... 7
VALVE SPRING AND/OR VALVE STEM O IL DEFLECTOR .. 7
Removal and Testing ............................. 8
Installation ................................. . ... 8
JNTAKE AND EXHAUST MANIFOLDS ................. 8
Removal and Cleaning ........................... 8
Installation ..................................... 8
CYLINDER HEAD AND GASKET ....................... 8
Removal ...... . ................................ 9
Cleaning and Inspection .......................... 9
Installation ..................................... 9
CYLINDER HEAD RECONDITIONING ................. 9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Cleaning and Inspection ... . ..................... 10
Valve Refacing ................................ 10
Valve Seat Refacing ............................ 10
Valve Stem to Guide Clearance ................. . . 10
Assembly ..................................... 10
HYDRAULIC VALVE TAPPETS ........................ 10
Noise Diagnosis ................................ 11
Removal and Disassembly ........................ 11
Cleaning and Inspection ......................... 11
Assembly and Testing .... . .. . ................... 12
Installation .................................... 12
VIBRATION DAMPER .............................. 12
Removal ..................................... -12
ENGINE ASSEMBLY
Description
The 232 and 258 CID six cylinder
engines incorporate an overhead valve
system in which the rocker arms oper-
ate on a common shaft.
The cylinders are numbered from
front to rear with a firing order of
1-5-3-6-2-4. The crankshaft rotates in
a counterclockwise direction, viewed
1-A-1
Page Page
Installation ................................... 12
TIMING CHAIN COVER ............................ 12
Removal ...................................... 13
Installation .................................... 13
Oil Seal Replacement ........................... 13
TIMING CHAIN .................................. 14
Checking Valve Timing .......................... 14
Removal ..................................... 14
Installation ..................... . .............. 14
CAMSHAFT AND BEARINGS ........................ 14
Measuring Cam Lobe Lift ......................... 14
Removal ...................................... 14
Inspection ................... . .......... . ...... 15
Installation ................................... 15
OIL PAN ........................................ 15
Removal ...................................... 15
Installation .......... . ......................... 15
OIL PUMP ...................................... 15
Removal ...................................... 15
Disassembly and Inspection ....................... 16
Assembly and Installation ....................... 16
REAR MAIN BEARING OIL SEAL ..................... 16
Removal and Installation ......................... 16
CONNECTING ROD BEARINGS ..................... 17
Removal and Inspection .......................... 17
Measuring Bearing Clearance With Plastigage . . ..... 17
Measuring Connecting Rod Journal With a Micrometer 17
Installation .................................... 18
CONNECTING ROD AND PISTON ASSEMBLIES ........ 18
Removal ...................................... 18
Cylinder Bore Conditioning ....................... 18
Pistons ....................................... 18
Piston Rings ................................... 18
Connecting Rods and Piston Pins .. . ............... 19
Installation .................... .. .............. 20
CRANKSHAFT MAIN BEARINGS ..................... 20
Removal and Inspection .......................... 20
Measuring Bearing Clearance With Plastigage ....... 21
Installation .................................... 21
CRANKSHAFT ............................ . ..... 21
Replacement ................................... 21
Checking End Play .............................. 21
SHORT ENGINE ASSEMBLY ........................ 21
FLYWHEEL AND STARTER RING GEAR ASSEMBLY ...... 21
SPECIFICATIONS ................................. 22
TOOLS .................. . ...................... 23
from the rear of the engine. The letter contained in the code
Seven two-piece main bearings are identifies the engine by cubic inch
used to support the crankshaft and the displacement, carburetor type and
camshaft is supported by four one- compression ratio.
piece line bored bearings. The letters used are coded as follows:
Comp.
Code CID Carb. Ratio
Identificatio n
A {Standard) 258 1V 8.0:1
The Engine Code is located on a B (Optional) 258 IV 7.6:1
machined surface of the block between E (Standard) 232 1V 8.0:1
number two and three cylinders. F (Optional) 232 IV 7.5:1
 1-A - 2
FIGURE 1 - Engine Code
Typical location
All engines built for sole in Cali-
fornia are painted "red." All other
engines are painted "blue."
In the machining of cylinder blocks
and crankshafts, it is sometimes neces-
sary to machine the cylinder bores to
.010" oversize, and the crankshaft
main bearing journals or crank pins to
.010" undersize.
These engines ore marked with a
single or two letter code (Fig. 2).
The code is located on a boss di-
rectly above the oil filter.
The letters used are coded os fol-
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
FIGURE 2- Engine letter Code
lows:
Single letter . . "B" . . . . . . Cylinder
bore - .01 0" Oversize
Single letter .. "Mw ........ Main
bearings- .010" Undersize
Single letter . . "P" .... Connecting
rod bearings- .010" Undersize
Double letters . . "PM" . . . . . . Main
and connecting rod bearings-
.0 10" Undersize
Single letter . . " C" . . . . . Camshaft
block bores - .01 0" Oversize
DIAGNOSIS GUIDE
Conditions and Probable Causes
Cannot Crank Engine
Electrical System
Trace circuits for faulty electrical
units.
Coolant Leak into Cylinder
Remove spark plugs to check for
coolant in cylinders. Cronk with
plugs removed. Cylinder heads must
be removed to check gaskets, block,
and head for o source of coolant
leak. If permanent anti-freeze en-
tered engine, complete disassembly
will hove to be accomplished.
Mechanical Seizure
Reco(idition.
Engine Will Crank Normally but
Will Not Start
Ignition System
Check spark plugs and secondary
circuit energy available ot spark
plugs.
Fuel System
...C~~~-~en ckJ,oc.W;o, tr., b.:.'?1..v;rti?}".n~
air horn for choke condition. If water
is present, clean out and substitute
with o supply of new fuel.
Ignition or Valve Timing
Check ignition and valve timing.
Engine Starts and Runs for
Short Periods Only
Fuel System
Check fuel. pu~p and fuel lines from
fuel tonk for intermittent or constant
restricting material or defect.
Ignition System
Check for leaky condenser and coil
secondary. Check for faulty distribu-
tor contacts, ignition switch, and oil
connecting wires including battery
connections.
Induction System
Check air leaks which may be too
severe after choke enrichment is re-
duced.
Exhaust System
Check exhaust system for restrictions.
Engine Runs but Mis-fires at
low Speed Only
Fuel System
Check for dirty passages and jets in
 SIX CYLINDER ENGINE 1-A - 3
232-258 Cubic Inch Displacement

the idle circuit. Cooling System Exhaust System

Ignition System
Check spark plug heat range and
gap.
Induction System
Check for intake manifold air leaks.
Check for air leaks from units con-
nected to intake manifold.
Valves
Check for poor valve seating.
Engine Runs but Misses at A ll Speeds
Fuel System
Dirt in carburetor or water in the
fuel system.
Ignition System
Spark plugs, wiring, capacitor, coil,
and ignition system wiring. Ignition
switch.
Va lves
Poor valve seating -sticking valves.
Cooling System
Coolant leak into intake sections or
cylinders.
Camshaft
Worn lobes on camshaft.
Engine Rough Running at low Speeds
Ignition System
Spark plug gap and heat range.
Secondary system wiring. Distributor
points or capacitor.
Fuel System
Idle circuits dirty. Choke sticking. Air
leak below carburetor. Idle mixture
adjustment.
Cooling System
Coolant system leaks into intake
valve ports or cylinder.
Valves
Poor valve seating.
Exhaust System
Exhaust leaks into intake passages.
Exhaust back pressure.
Thermostat not permitting proper
operating temperature.
Engine Resistance
Bearing and piston ring and piston
fit for oil clearance.
Rolling Resistance of Vehicle
Brakes dragging. Soft tires. Wheel
alignment. Wheel bearings. Clutch
or transmission slippage.
Engine Rough Running at Higher
Speeds
Ignition System
Spark plug gap and heat range.
Ignition timing. Distributor centrif-
ugal and vacuum advance units.
Coil polarity.
Fuel System
Improper fuel mixtures.
Fuel Induction System
Severe air leaks into intake system.
Valves and Camshaft
Sticky valves. Incorrect valve lift.
Engine will not Respond to Fast Positive
Opening of Throttle
Fuel System
Carburetor accelerating circuits. Im-
proper fuel. Throttle linkage. Re-
strictions and dirty air cleaner.
Carbon build-up on floor of intake
manifold.
Ignition System
Coil capacity and polarity, spa rk
plug condition, ga p, and heat
range. Ignition timing. Distributor
condition.
Srockets - Engine
to Cushions
Bock pressure and leakage into the
intake system.
Mounting
Resilient rubber mounting cushions
support the engine and transmission at
three points. A cushion is located at
each side on the center line of the en-
gine, (Fig. 3), with the rear supported
by a cushion between the transmission
extension housing and the rear sup-
port crossmember. Removal or replace-
ment of any cushion may be accom-
plished by supporting the weight of
the engine or transmission at the area
of the cushion.
Removal
The engine is removed without the
transmission and bell housing.
On the Commando, Wagoneer and
Truck the hood must be removed. Mark
the hinge locations at the hood panel
for alignment during installation. Re-
move the hood from the hinges.
Remove the air cleaner assembly
and drain the cooling system.
Disconnect the upper and lower ra-
diator hoses. If equipped with auto-
matic transmission, disconnect the
cooler lines from the radiat or.
NOTE: If vehicle is equipped with
a radiator shroud, it is necessary to
separate the shroud from the radiator
to facilitate removal of the radiator
and engine fan.
Fra me Support

Engine Power Not Up to Norma l

Valves
Valves not seating properly. Not
timed properly.
Rings Cushions
Rings worn, broken, not seating.
Fuel System
Air cleaner restricted. Power mixture
not proper.
Ignition System
Coil capas;ity, pola rity, and distribu-
tor point spacing. Ignition timing. 1.72153
Exha ust System
Restriction causing back pressure. FIGURE 3 - Engine - Front Mounts
1-A-4
Remove the radiator.
Remove the engine fan.
If so equipped, remove the power
steering pump and drive belt from the
engine and place aside. Do not dis-
connect the power steering hoses.
If equipped with air conditioning,
turn both service valves clockwise to
the front seated position.
Bleed the compressor refrigerant
charge by slowly loosening the service
valve fittings. Disconnect the condenser
and evaporator lines from the compres-
sor. Disconnect the receiver outlet at
the disconnect coupling. Remove the
condenser and receiver assembly.
Disconnect all wires, lines, linkage
and hoses which ore connected to the
engine.
Remove the oil filter.
Remove both engine front support
cushion to frame retaining nuts.
Disconnect the exhaust pipe at the
support brocket and exhaust manifold.
Support the weight of the engine
with o lifting device.
Remove the front support cushion
and brocket assemblies from the en-
gine.
Remove }he transfer case shift lever
boot, floor mot (if so equipped) and
transmission access cover.
Remove the upper bolts securing
the transmission bell housing to the
engine adopter plate on vehicles
equipped with automatic transmission.
If equipped with manual transmission,
remove the upper bolts securing the
clutch housing to the engine.
Remove the starter motor.
If equipped with automatic trans-
mission, remove the two (2) engine
adopter plate inspection covers. Mark
the assembled position of the converter
and flex plate and remove the con-
verter to flex plate cop screws. Remove
the remaining bolts securing the trans-
mission bell housing to the engine
adopter plate.
If equipped with manual transmis-
sion, remove the clutch housing lower
cover and the remaining bolts securing
the clutch housing to the engine.
Support the transmission with o floor
jock.
Remove the engine by pulling for-
word and upward.
Installation
lower the engine slowly into the
SIX CYLINDER ENGINE
232-258 Cubic Inch Disp lacement
engine comportment and align with the
transmission bell housing (automatic
transmission) or clutch housing (manual
transmission). On manual transmissions,
make certain the clutch shaft is aligned
properly with the splines of the clutch
driven plate.
Install the transmission bell housing
to engine adopter plate bolts (auto-
matic transmission) or the clutch hous-
ing to engine bolts (manual transmis-
sion). Tighten the bolts to the specified
torque. Remove the floor jock which
was used to support the transmission.
If equipped with automatic trans-
mission, o lign the marks previously
mode on the converter and flex plate,
install the converter to flex plate cop
screws and tighten to the specified
torque.
Install the two (2) engine adopter
plate inspection covers (automatic
transmission) or the clutch housing
lower cover (manual transmission).
Install the starter motor.
Install the front support cushion and
brocket assemblies to the engine,
tighten the retaining bolts to the speci-
fied torque.
lower the engine onto the frame
supports, remove the lifting device and
install the front support cushion re-
taining nuts. Tighten the nuts to the
specified torque.
Connect the exhaust pipe at the
support brocket and exhaust manifold
using o new seal, if required.
Install the oil filter.
Connect all wires, lines, linkage and
hoses which were previously discon-
nected from the engine.
If removed, install the air condition-
ing condenser and receiver assembly.
Connect the receiver outlet to the dis-
connect coupling. Connect the con-
denser and evaporator lines to the
compressor. Purge the compressor of
air as outlined in the "AIR CONDI-
TIONING" section.
CAUTION: Both service valves must
be open before the oir conditioning
system is operated.
If removed, install the power steer-
ing pump and drive belt, tighten the
belt to the specified tension.
Install the engine fan and tighten
the retaining bolts to the specified
torque.
Install the radiator and connect the
upper and lower hoses. If equipped
with automatic transmission, connect
the cooler lines.
Fill the cooling system to the speci-
fied level. Inspect the engine oil level
and odd oil as required.
Install the air cleaner assembly.
Start the engine. Check all hose con-
nections for leaks. Stop the engine.
If removed, install and align the
hood assembly.
Install the transmission access cover,
floor mot and transfer case shift lever
boot.
LUBRICATION SYSTEM
A full pressure type lubrication sys-
tem is used, except for the piston pins,
which ore lubricated through the con-
necting rod squirt holes and oil throw-
off.
Pressure is applied by a gear type,
positive pressure pump mounted on a
boss adjacent to the number four main
bearing location.
Lubrication Circuit
Oil, drown through the inlet screen
and tube to the inlet side of the oil
pump, is driven between the gears and
pump body to the pressure outlet por-
tion of the oil' pump where it is
routed through on oil gallery to the
inlet side of the full flow oil filter; and
on into the main oil gallery (Fig. 4).
Each main bearing and camshaft
bearing is lubricated by oil from the
main oil gallery.
Holes drilled in each connecting rod
journal direct lubrication to the con-
necting rod bearings. Oil throw-off
from each connecting rod bearing lu-
bricates the cylinder walls and piston
pins.
A small channel (squirt hole) lo-
cated on the numbered side of the
connecting rods and cops allows oil to
lubricate the camshaft lobes, tappets,
piston pins and distributor drive gear.
The hydraulic valve tappets ore fed
directly from the main oil gallery.
lubrication is supplied to the timing
chain and gears from the front com-
shaft bearing and returned to the
crankcase through o cavity under the
front main bearing cop.
The oil supply for the rocker arms
and push rods is obtained from the
number three com bearing location,
 SIX CYLINDER ENGINE 1-A-5
232-258 Cubic Inch Displacement

incorporates a pressure relief valve

to regulate maximum pressure. Crank-
case oil enters the pump through a
pick-up tube and screen assembly ~
which is a press fit in the pump body . . .
(Fig. 6).

FIGURE 4 - Lubrication Circuit FIGURE 6 - Oil Pump Components

where oil from the main lubrication

gallery is metered through a groove
in the camshaft bearing surface to a
gallery extending upwards to the cyl-
inder head gasket surface. At this
point, the cylinder head gasket forms
a seal joining the cylinder block gallery
with the adjoining gallery in the cyl-
inder head. Commencing at the num-
ber five rocker arm support, the oil
then flows into the rocker arm shaft
to supply lubrication to the rocker arm
and push rods.
Holes cost in the cylinder head re-
turn the oil to the crankcase through ByPou
Valve
the valve tappet area, which in turn
lubricates the tappets.

Oil Filter
A full flow oil filter, mounted on the
lower right hand side of the engine, is
accessible through the hood opening.
A by-pass valve, incorporated in the
filter mounting boss, provides a safety L710$7

factor in the event the filter becomes
inoperative as a result of dirt or sludge
accumulation. (Fig. 5.)
Oil Filter Removal Tool J-22700 will
facilitate removal of the oil filter.
Apply a thin film of oil to the new
filter gasket before il)stollotion.
Install filter until gasket contacts the
seat of the adopter. Then tighten se-
curely, by hand only.
FIGURE 5 -Oil Filter Assembly
Operate engine at fast idle and
check for leaks.
Oil Pump
A positive displacement gear type
oil pump is used and is driven by the
distributor shaft, which in turn is driven
by a gea r on the camshaft. The pump
Oil pump removal or replacement
will not affect distributor timing as the
distributor drive gear remains in mesh
with the camshaft gear.
Oil Pressure Relief Valve
The oil pressure relief va lve is not
ad justable. A setting of 75 pounds
1-A -6 SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement

maximum pressure is built into the ten-
sion of the spring.
In the relief position, the valve per-
mits oil to by-pass through o passage
in the pump body to the inlet side of
the pump.
The oil pump pick-up tube ond
screen assembly is o press fit in the
oil pump body.
CAUTION: Do not disturb the posi-
tion of the tube assembly in the pump
body unless absolutely necessary.
In the event the tube is disturbed,
it must be replo~ed with o new tube
assembly.
POSITIVE CRANKCASE
VENTILATION
This system prevents crankcase
vapors from entering the atmosphere.
During periods of relatively high
manifold vacuum, such as idle or cruise
speeds, crankcase vapors ore drown
through the cylinder head cover ond
PO/ valve into the intake manifold
where they ore burned with the fuel-
air mixture.
At this time, fresh air passing
through the inlet filter in the connecting
hose betwee~ the oir cleaner ond cyl-
along with the fuel-air mixture.
The system will work effectively os
long os oil component ports ore free
from sludge ond foreign material.
The oil filler cop, which is non-
vented, requires no service. The air
inlet filter and the PCV valve require
service ot periodic mileage intervals.
The connecting hoses should be
cleaned or replaced whenever neces-
sary.
Air Inlet Filter
The wire gauze air inlet filter is
located within the air cleaner end of
662.15
the moulded rubber hose which is con-
nected between the air cleaner and FIGURE 8 - Removing Air Inlet Filter
cylinder head cover. It must be cleaned
in kerosene ot the mileage intervals
During periods of relatively high
manifold vacuum, such as during idle,
recommended in the "Mechanical
the valve provides o reduced oir flow
Maintenance Schedule."
since crankcase vapor pressure is low
NOTE: The air inlet filter must be re- ot this time and requires little venting.
moved from inside the carburetor air The reduced oir flow also assures o
cleaner hose prior to removing the hose. smooth idle (Fig. 9).
The molded end of the air inlet hose
will be damaged if the hose is pried out
with the filter in place (Fig. 8}.
PCV Valve
The PCV valve is located in o rubber L70013

inder head cover, is routed through the grommet toward the rear of the cyl- FIGURE 9 - Positive Crankcase
cylinder head cover to the crankcase inder head cover and is connected to Ventilation Flow-Valve
(Fig. 7). o hose through which manifold voc-
The POl valve must be replaced ot
Hl
Molded PCV
the mileage intervals recommended in

-,"P ,.-l---\r
Filter Valve
the "Mechanical Maintenance Sched-
ule." It should be cleaned ond tested

~ ; Grommet ~ t ot more frequent mileage intervals

when driving under adverse conditions.
' ~ A cleaned or replacement PCV valve
should olwoys be tested with POl
Valve Tester J-23111 to determine cor-

'
...... ____ _ rect oir flow rote (Refer to the "Emis-
sion Control" section for o complete
test procedure).

CYLINDER HEAD COVER AND

GASKET

FIG URE 7- Positive Cra nkca se Ventilation
During periods of low manifold vac-
uum, such os heavy acceleration, the
flow is reversed.
Crankcase vapors ore then drown
into the connecting hose between the
air cleaner ond cylinder head cover
and through the air cleaner element
to the intake manifold to be burned
L70014
uum is routed from o fitting ot the
intake manifold.
During periods of relatively low
manifold vacuum, such os high speed
or heavy acceleration, the valve pro-
vides on increased air flow to vent the
high vapor pressure which develops
in the crankcase.
Removal
Remove the oir cleaner ond the PCV
moulded hose.
Disconnect the fuel ond distributor
vacuum advance lines ot the carbu-
retor, bend os required to allow re-
moval of the cylinder head cover.
Disconnect oil other hoses or lines
attached to the cylinder head cover.
Remove the retaining screws ond
 SIX CYLINDER ENGINE 1-A - 7
232-258 Cubic Inch Displacement

separate the cylinder head cover and
gasket from the engine.
Installation
Place the gasket on the cylinder
head cover flange making certain the
gasket tabs are positioned in the cut
out openings of the cover.
Position the cylinder head cover and
gasket on the engine. Install the retain-
ing screws and tighten to the specified
torque.
Connect the fuel and distributor vac-
uum advance lines to the carburetor.
Connect all other hoses or lines
which were previously disconnected
from the cylinder head cover.
rnstall the air cleaner and connect
the PCY moulded hose.
scored or worn, they should be re-
placed. If the shaft is plugged by
sludge which cannot be removed by
cleaning, it should be replaced.
IMPORT ANT: Always check for ade-
quate oil supply through the oil passage
at number five (numbered from front
to rear) rocker arm support whenever
the rocker arms or shaft ore worn due
to oil starvation.
Inspect the push rod contact surface
of each rocker arm. Replace the rocker
arm as well as the mating push rod if
excessively worn.
Inspect the valve stem contact sur-
face of each rocker arm.
Refoce the contact surface if minor
pitting has occurred. Replace the
rocker arm if it is deeply pitted.
the oil used for rocker arm lubrication
from entering the combustion chamber
through the valve guides. The oil de-
flectors should be replaced whenever
valve service is performed or if the
rubber has become hard and brittle.
The valve spring is held in place
on the valve stem by a retainer and
a set of valve locks. The locks can be
removed only by compressing the valve
spring. Whenever valve springs are re-
moved, they should be tested for
correct tension and replaced if not
within specifications.
Valve springs and oil deflectors can
be removed without removing the cyl-
Roclter
Arm

ROCKER ARM AND SHAFT Assembly and Installation

ASSEMBLY
Removal and Disassembly
Remove the cylinder head cover and
gasket.
Loosen the retaining bolts from the
cylinder head and remove the rocker
arm and shaft assembly, including the
retaining bolts.
Remove the roll pin and spring
washer from one end of the rocker
arm shaft.
Assemble the rocker arms, spacers,
Va lve
retainers, retaining bolts and oil de- .. -Locks
flector on the rocker arm shaft in the
same order as removed. If the correct Spring
'-Retainer
order is not known, refer to the dis- Push Rod"-
assembled view in Figure 10.
NOTE: The oil holes of the rocker
arm shaft must face the cylinder head.
Use two rubber bands to hold the
rocker arms in position as shown in

Remove the rocker arms, spacers,
retainers, retaining bolts and oil de-
flector and place on o bench in the
same order as removed.
-a
Figure 11 and install the rocker arm Oil
and shaft assembly to the cylinder a - Deflector
head. Make certain the push rods are
correctly aligned with the rocker arms
before tightening the retaining bolts.

Cleaning and Inspection
Clean all parts with a good cleaning
solvent while retaining the order in
which they were removed from the
rocker arm shaft. Use compressed air
to clean out the oil passages in the
rocker arms and shaft.
Inspect each rocker arm mounting
surface and the rocker arm shaft at
each rocker arm location. If the shaft
or any rocker arms are excessively
Deflector Must Face the Push Rod
Side of the Eng ine
~v.~
Work from the center of the rocker
arm shaft outward and tighten the
retaining bolts evenly until the speci-
fied torque is obtained.
Install the cylinder head cover and
gasket.
VALVE SPRING AND/OR
VALVE STEM OIL DEFLECTOR
R
Rubber valve stem oil deflectors are 61253
installed on each valve stem to prevent
FIGURE 12- Va lve, Push Rod, and
Long Bolt Must Be Used Tappet Assembly Sequence
at this location

/ /
10 tqip t t-, t;;t~~~~Q (~ ~ 0
9 9 9

- - Front
FIGURE 10- Rocker Arm and Shaft Assembly - Disassembled View FIGURE 11 - Hold ing Rocker A rms During Installation
1-A-8
inder head. Refer to "Cylinder Head
Reconditioning" for removal procedure
with the cylinder head removed.
Remova l and Testing
Remove the cylinder head cover and
gasket.
Remove the rocker arm and shaft
assembly and the push rods.
NOTE: Push rods should be retained
in the same order as removed.
Remove the spark plug from the
cylinder which requires valve spring
or oil deflector removal and install o
14 mm. thread size air adapter in the
spark plug hole.
NOTE: The adapter can be made
from the body of a spark plug from
which the porcelain hos been removed
ond on oir hose connection fastened to
the body of the spark plug.
Connect an air hose to the adapter
and maintain at least 90 PSI in the
cylinder to hold the valves against their
seats.
Use Valve Spring Remover and In-
staller Tool J-21931 to compress the
valve spring and allow removal of the
valve locks (Fig. 13).
FIGURE 13- Valve Spring Remova l
CAUTION: Do not compress the valve
springs more thon required to remove
the valve locks, as the oil deflectors
may be damaged.
Remove the valve spring and re-
SIX CYLI NDER ENGINE
232-258 Cubic Inch Displacement
tainer from the cylinder head. Remove
the oil deflector if replacement is
required.
Use Valve Spring Tester C-647 to
test each removed valve spring for
the specified tension va lues (Fig. 14).
Replace a ll valve springs which are
not within specifications.
FIGURE 14 - Va lve Spring Tester
C-647
Insta llation
If removed, install the o il deflector
on the valve stem.
IMPORT ANT: The valve springs must
be installed with the close coiled end
facing the cylinder head.
Insta ll the valve spring and retainer.
Compress the valve spring with Valve
Spring Remover and Insta ller Tool
J-21931 and insert the valve locks.
Release the spring tension a nd remove
the tool. Top the valve spring from
side to side with a light hammer to be
certain the spring is seated properly
at the cylinder head.
Disconnect the a ir hose and remove
the a ir adopter from the spark plug
hole. Insta ll the spark plug.
Install the rocker arm and shaft as-
sembly.
Install the cylinder head cover and
gasket.
INTAKE AND EXHAUST
MANIFOLDS
The intake and exhaust manifolds
are mounted externally on the left side
of the engine and attached to the
cylinder head. A gasket is used be-
tween the intake manifold and the
cylinder head, none is required for the
exhaust manifold to cylinder head. An
asbestos gasket is used at the mating
surfaces of the intake manifold to
exhaust manifold and a lso between the
exhaust manifold and exhaust pipe.
Removal and Cleaning
Remove the air cleaner and carbu-
retor.
Disconnect the accelerator cable
from the accelerator bellcrank.
Disconnect the PCV vacuum hose
from the intake manifold.
Disconnect the distributor vacuum
hose and electrical wires at the TCS
solenoid vacuum valve.
If equipped with air conditioning,
disconnect the compressor and brocket
assembly from the intake manifold.
Disconnect the exhaust pipe from
the manifold flange.
Remove the manifold attaching bolts,
nuts and clamps; separate the intake
and exhaust manifold from the engine
as an assembly. Discord the gasket.
If either manifold is to be replaced,
separate the manifolds at the riser
area.
Clean the mating surfaces of the
manifolds and the cylinder head.
Installation
If separated, assemble the two mani-
folds and finger tighten the retaining
nuts.
Position a new intake manifold gas-
ket on the cylinder head and install
the manifold assembly. Tighten the
manifold attaching bolts and nuts in
the sequence shown in Figure 15.
Torque to specifications.
Install the flange gasket and connect
the exhaust pipe to the exhaust mani-
fold flange.
Install the carburetor.
If removed, install the a ir condition-
ing compressor a nd bracket assembly
to the intake manifold. Install the drive
belt and tighten to the specified
tension.
Connect the distributor vacuum hose
and electrical wires to the TCS sole-
noid vacuum valve.
Connect the accelerator cable and
PCV hose.
Install the air cleaner.
CYLINDER HEAD AND GASKET
Removal
Drain the cooling system and dis-
connect the hoses at the thermostat

.......
FIGURE 15 - Intake Manifold Torque Sequence
housing.
Remove the cylinder head cover and
gasket, rocker arm and shaft assem-
bly, and the push rods.
NOTE: Push rods should be retained
in the same order as removed.
Separate the intake and exhaust
manifold assembly from the cylinder
head.
Disconnect the spark plug wires and
remove the spark plugs.
Disconnect the temperature sending
unit wire, ignition coil and bracket as-
sembly from the cylinder head.
Remove the cylinder head bolts and
separate the cylinder head and gasket
from the block.
Cleaning and Inspection
Thoroughly dean the gasket surface
of the cylinder head and block to re-
move all dirt and gasket cement. Re-
move the carbon deposits from the
combustion chambers and the top of
each piston.
Use a straight edge and feeler
gauge to check the flatness of the
cylinder head and block mating sur-
faces. Out of flatness must not exceed
.00 I" over a 1" length, .003" over a
6" length and .008" over the entire
length.
Installation
If the cylinder head is to be re-
placed and the original valves re-used,
remove the valves and measure the
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
stem diameter. Replace the valves if
they are oversize as only standard
size valves are to be used with a
service replacement head. If the orig-
inal valves are standard size, remove
all carbon buildup and reface the
valves as outlined under "Valve Re-
facing." Install the valves in the cyl-
inder head using new valve stem oil
deflectors. Transfer all attached com-
ponents from the original head which
are not included with the replacement
head.
Apply an even coat of "Perfect
Seal" sealing compound, or equivalent,
to both sides of the new h~ad gasket
and position the gasket on the block
with the stamped word "TOP" facing
upward.
CAUTION: Do not apply sealing
/
/
''
' ..... ..... .....
......
FIGURE 16 - Torque Tightening Sequence Chart
1-A-9
compound on head and block surfaces
or allow sealer to enter cylinder bores.
Install the cylinder head and bolts
to the block. Tighten the bolts to the
specified torque following the sequence
shown in Figure 16.
Connect the temperature sending
unit wire.
Install the ignition coil and bracket
assembly.
Install the spark plugs and connect
the spark plug wires.
Install the intake and exhaust mani-
fold assembly to the cylinder head.
Refer to "Intake and Exhaust Manifold
Installation" for the correct torque
tightening sequence.
Install the push rods in the order re-
moved.
Install the rocker arm and shaft as-
sembly, tighten the retaining bolts to
the specified torque and install the
cylinder head cover and gasket.
Connect the hoses to the thermostat
housing and fin the cooling system to
the specified level.
CYLINDER HEAD
RECONDITIONING
The following procedures apply after
the cylinder head has been removed
from the engine.
Disassembly
Compress each valve spring with a
"C" damp type spring compressor tool
and remove the valve locks, retainers,
springs and valve stem oil deflectors.
Remove the valves one at a time
and place them in a rock in the same
----- ~-----
-....
---- ~ ---
.- -- ......
.- /
---- ~ -----
-- - ~ ---- l70004
1-A - 10
order as they were in the cylinder
head.
Cleaning and Inspection
Clean all carbon buildup from the
combustion chambers, valve ports,
valve stems and heods.
Cleon all dirt and gasket cement
from the cylinder head gasket surface.
Inspect for crocks in the combustion
chambers and valve ports. Inspect for
crocks in the gasket surface at each
coolant passage.
Inspect for burned or crocked valve
heads. Inspect for damaged valve
stems.
Valve Refacing
Use o valve refocing machine to
refoce the intake and exhaust valves
to the specified angle. Replace any
valve which is bent or warped. After
refacing, at least 1/ 32" margin must re-
main or the valve must be replaced.
Examples of correct and incorrect
valve refacing ore shown in Figure 17.
1/32" VoN. Margin
Correct Valve foci119
No Morgjn
Incorrect Va lve facing 7C1123
FIGURE 17 - Valve Ref acing
The valve stem tip can be resurfaced
and rechamfered when worn. How-
ever, never remove more than .010".
Valve Seat Refacing
Install o pilot of the correct size in
the valve guide and refoce the valve
seat to the specified angle with o good
dressed stone. Remove only enough
metal to provide a smooth finish.
Narrowing stones should be used to
obtain the specified seat widths when
required.
Control seat run-out to o maximum
of .0025" (Fig. 18).
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
6812$
FIGURE 18 - Checking Va lve Seat
Runo ut
Valve Stem to Guide Clearance
Valve stem to guide clearance may
be checked by two methods.
One method is to measure the valve
stem d iameter with o caliper microm-
eter midway between the valve head
and tip and then select o pilot from
o valve refacing kit which fits snugly
in the valve guide bore.
NOTE: Make certain the valve stem
and guide bore ore thoroughly cleaned
before measuring.
The valve stem to guide clearance
con be determined by subtracting the
d iameter of the valve stem from the
size of the pilot selected.
Another method is to use a dial in-
dicator to measure the lateral move-
ment of the valve stem with the valve
installed in its guide and off the valve
seat (Figure 19).
The valve guides are an integral
part of the cylinder head and ore not
replaceable.
Therefore, when the stem to guide
clearance is excessive, the valve guides
must be reomed to the next larger
size so that proper clearance con be
obtained. Oversize service valves ore
available in .003", .015" and .030"
sizes.
The following oversize valve guide
reamers may be used.
J-6042- 1 .003"
C-3430 .015"
FIG URE 19- Checking Va lve Guide
Cleara nce
C-3427 .030''
IMPORT ANT: Valve guides must be
reamed in steps, starting with the .003"
O.S. reamer and progressing to the size
required.
Assembly
Thoroughly clean the valve stems
and the valve guide bores.
Install each valve in the some valve
guide from which it was removed.
Install o new valve stem o il deflec-
tor on each valve stem.
Position each valve spring and re-
tainer on the cylinder head and com-
press the valve spring with the com-
pressor tool. Install the valve locks
and release the tool.
Top each valve spring from side to
side with a light hammer to be certain
the spring is seated properly at the
cylinder head.
HYDRAULIC VALVE TAPPETS
The hydraulic valve tappet consists
of a body, plunger, p lunger return
spring, cop and lock ring (Fig. 20).
The tappet operates in o guide
bore which has on oil possoge drilled
into the ad joining main oil gallery.
When the tappet is on the heel of
the com lobe, the plunger return spring
indexes with on oil hole undercut in
the plunger and allows the oil supply

Lock Rin g - - - - 0
Plunger Cap-----~
Plunger
o-valw
~Valw
Spring
~ Valve
Retainer
Tappet Body
FIGURE 20- Hydraulic Tappet
Assembly Sequence (Typical)
to be admitted through the tappet
body. Oil under pressure flows into
the body through the check valve
assembly, maintaining the tappet fully
charged. (Fig. 21 ). This cycle of opera-
tion occurs when the tappet leaks off
some oil during the normal valve open-
ing events. Contact with the cam lobe
causes tappet body movement, closing
the check valve and transmitting "zero-
lash" movement of the push rod to
open the intake or exhaust valve.
Charging Cycle Leak Down Cycle
(Va lve Closed) (Va lve Open)
170006
FIG URE 21 -Hydraulic Tappet
Operation Cycle
SIX CYLINDER ENGINE 1-A-11
232-258 Cubic Inch Displacement
Noise Diagnosis
A loud clicking noise is usually the
result of the p lunger stuck below its
operating position or a check valve
held open. A light clicking noise at idle
is usually the result of excessive "leak-
down" caused by wear or slight leak-
age at the check valve and its seat.
An intermittent noise is the result of
d irt or chips stopping the check valve
action or a lack of oil flow into the
body. A general tappet noise is, in
most cases, due to o lack of oil
volume, pressure or oereation.
A clicking noise, upon starting the
engine, reducing in level and disap-
pearing after o short period of time is
normal. This noise is due to o slight
oil leak-down condition caused by
valve spring pressure exerted on the
tappets.
An individua l noisy tappet con read-
ily be located by placing one end of
a length of heater hose at the push
rod end of the rocker a rm and the
other end to the ear.
The valve tappets should be cleaned
and serviced at time of engine over-
haul or whenever excessive noise exists.
66062
FIGURE 22- Removing Valve Tappets
Removal and Disassembly with J-21884
Remove the cylinder head cover and
gasket, rocker arm and shaft assembly, The inspection should include check-
push rods and the cylinder head and ing for signs of scuffing on the barrel,
gasket. and face of the tappet. Each tappet
face should be inspected for wear as
NOTE: The push rods should be re- shown in Figure 23. If the tappet face
tained in the some order as removed. is concave, the corresponding lobe on
the camshaft is worn and the replace-
Remove the tappets through the
ment of the camshaft and tappets is
push rod openings of the engine block
necessary.
with Hydraulic Valve Tappet Remover
If any components of a tappet as-
and Installer Tool J-21884 as shown
sembly ore noticeably worn or dam-
in Figure 22.
aged, replace the entire assembly.
IMPORTANT: The tappets and o ff After cleaning and inspection, the
components must be retained in the tappet must be "leak-down" tested to
some order os removed. insure its "zerolash" operating ability.
Valve Tappet Test Oil J-5268 should
Release the lock ring and remove the
be used for this test.
p lunger cap, plunger assembly and
Figure 24 illustrates Tool J-5790
plunger return spring from the tappet
used to accurately test tappet "leak-
body.
down." They may be tested by filling
the body with Valve Tappet Test O il
Cleaning and Inspection J-5268, installing the plunger return
Clean a ll components of the hydrau- spring, plunger assembly, and plunger
lic tappet assembly in a good cleaning cap. Do not install lock ring for test.
solvent to remove a ll varnish or gum Place a .312"-.3 13" diameter ball
deposits. bearing in the plunger cap. Place the
A visual inspection of each tappet push rod on the ball bearing.
assembly is required. Adjust the tester gauge on the
1-A - 12
Check for Concave
Weor on face of
Tappet Using
Tappet for
Straight &l;e
FIGURE 23- Checking Tappet Face
f or Concave Wear
FIGURE 24- Testing Va lve Tappet
" l ea k-Down" with J-5790
start position and a llow the weighted
arm to "leak down" the tappet.
If the tappet leaks down rapidly or
collapses immediately, it must be re-
placed with a complete new tappet
assembly. A good tappet will take
approximately 20- 11 0 seconds to
"leak-down" with a 50 lb. load travel
of .125".
Assembly and Testing
After testing the tappets, install the
rock rings to those which hove passed
the test. Discard those which have
foiled the test a nd replace with new
tappet assemblies.
NOTE: Do not charge the tappet as-
semblies with engine oil as they will
charge themselves within 3 to 8 minutes
of engine operation.
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
Installation damper.
Remove the vibration damper retain-
Dip each tappet assembly in Engine ing bolt and washers.
O il Supplement and use Hydraulic
Use Vibration Damper Remover Tool
Valve Tappet Remover and Installer
J-21791 to remove the damper from
Tool J-21884 to install the assemblies the crankshaft as shown in Figure 26.
in the same bores from which they
were removed.
Install the push rods in the some
order as removed.
Install the rocker arm and shaft
assembly and tighten the retaining
bolts to the specified torque.
Pour the remaining engine oil sup-
plement over the entire valve tra in
mechanism.
IMPORT ANT: The E.O.S. must remain
in the engine for at /east 1,000 miles
but need not be drained until the next
scheduled oil change.
Install the cylinder head cover and
gasket.
FIGURE 26- Removing Vibration
Damper Assembly with Tool J-21791
VIBRATION DAMPER
The vibration damper (Fig. 25) is Installation
balanced independently and then re- Align the key slot of the vibration
balanced as part of the complete damper with the crankshaft key and
crankshaft assembly. install the damper on the crankshaft.
Install the vibration damper retain-
ing bolt and washers, tighten to tl,e
specified torque.
If removed, install the accessory
pulley and retaining cap screws,
tighten the screws to the specified
torque.
Install the drive belt(s) and tighten
to the specified tension.
TIMING CHAIN COVER
The timing chain cover is provided
6$010
with a seal and o il slinger to prevent
FIGURE 25 - Vibration Damper oil leakage at the vibration damper
Assembly hub (Fig. 27).
Do not attempt to duplicate orig inal
damper balance holes when installing
a service replacement.
_{~-t-
The vibration damper is not repoir-
able and is serviced only as o complete
assembly.
A loose vibration damper or dam-
age to the damper cushions may be
misdiagnosed as engine bearing noise.
~ Sea l
L70007
FIGURE 27 -Timing Chain Cover
Removal
Remove the d rive belt(s). It is important that the timing chain
If so equipped, remove the three cover is properly aligned with the
retaining cap screws and separate the crankshaft to prevent eventual damage
accessory pulley from the vibration to the oil seal. The oil seal may be

replaced without removing the timing
chain cover.
Removal
Remove the drive belt(s), engine f an
and hub assembly, accessory pulley
(if so equipped) and vibration damper.
Remove the oil pan to timing chain
cover screws and the cover to block
screws.
Raise the timing chain cover just
high enough to detach the retaining
nibs of the oil pan neoprene seal from
the bottom side of the cover. This must
be done to prevent pulling the seal
end tabs away from the tongues of the
oil pan gaskets which would cause on
oil leak and necessitate removal of the
oil pan to correct.
Remove the timing chain cover a nd
gasket from the engine.
Use o sharp knife or single edge
razor blade to cut off the oil pan seal
end tabs flush with the front face of the
cylinder block as shown in Figure 28
FIGURE 28 - Cutting O il Pan Front
Seal
FIGURE 30 - Installing Timing Chain O il Seal
SIX CYliNDER ENGINE
232-258 Cubic Inch Displacement
and remove the seal. Clean the timing
chain cover, oil pan and cylinder block
gasket surfaces.
Remove the crankshaft oil seal from
the timing chain cover.
Installation
Apply "Perfect Seal" sealing com-
pound, or equivalent, to both sides of
o new timing cover gasket and position
the gasket on the cylinder block.
Cut off the some amount from the
end tabs of o new oil pan seal as was
cut off the original seal. Coot the end
tabs of the seal generously with "Per-
motex" No. 2 and install the seal to
the oil pan.
Position the timing chain cover on
the engine and place Timing Chain
Cover Alignment Tool and Seal In-
staller J-22248 on the crankshaft and
in the seal opening of the cover (Fig.
29).
FIGURE 29 - A ligning Timing Cha in
Cover
FIGURE 3 1 - Removing Timing Chain
Cover O il Seal with J-9256 Remover
1-A - 13
Install the cover to block screws and
oil pan to cover screws, tighten the
screws to the specified torque.
Remove the cover aligning tool,
place o new oil seal on the tool with
the seal lip facing the cover. Place a
light film of "Perfect Seal" on the out-
side diameter of the seal. Insert the
draw screw from Tool J-9163 into the
seal installing tool and press the seal
into the cover until bottomed in seal
opening (Fig. 30). Remove the tools;
apply a light film of engine oil on the
seal lip. Install the vibration damper
and tighten to the specified torque.
If removed, install the accessory
pulley.
Install the engine fan and hub as-
sembly.
Install the drive belt(s) and tighten
to the specified tension.
O il Seal Replacement
Remove the drive belt(s), accessory
pulley (if so equipped) and the vibra-
tion damper.
Use Timing Chain Cover Oil Seal
Remover Tool J-9256 to remove the
oil seal from the cover as shown in
Figure 31.
Place o new oil seal on Timing
Chain Cover Alignment Tool and Seal
Installer J-22248 with the seal lip
facing the cover. Place a light film of
"Perfect Seal" on the outside diameter
of the seal.
Insert the draw screw from Tool
J-9163 into the seal installing tool and
press the seal into the cover until
bottomed in the seal opening.
Remove the tools; apply a light film
of engine oil on the seal lip. Install the
 1-A - 14
vibration damper and tighten to the
specified torque.
If removed, install the accessory
pulley.
Install the drive belt(s) and tighten
to the specified tension.
TIMING CHAIN
.lr;~.st.o.l.l.o.t.i\r,~ .of .the .t.imlr:~g
the timing marks of the crankshaft and
camshaft sprockets properly aligned
assures correct valve timing. A worn
timing chain will adversely affect valve
timing. If the timing chain deflects
more than ~", it should be replaced.
Checking Va lve Timing
Remove the spark plugs and the
cylinder head cover and gasket.
Rotate the crankshaft until No. 6
piston is at TDC on the compression
stroke.
Turn the crankshaft slowly counter-
clockwise (viewed from front) until No.
1 exhaust valve just begins to open.
Note the distance between the timing
mark on the vibration damper and the
TDC mark on the degree scale of the
timing cha in cover.
Turn the crankshaft slowly clockwise
(viewed from the front) post TOC posi-
tion until No. 1 intake valve just be-
gins to open. Note the d istance be-
tween the timing mark on the vibration
damper and the TDC mark on the de-
gree scale of the timing chain cover.
If the valve timing is correct, the
two distances will be equal.
Removal
Remove the drive belt(s), engine fan
and hub assembly, accessory pulley (if
so equipped), vibration damper and
timing chain cover. Remove the oil
seal from the timing chain cover.
Remove the camshaft sprocket re-
taining bolt and washer.
Rotate the crankshaft until the "0"
timing mark on the crankshaft sprocket
is closest to and in a centerline with the
timing pointer of the camshaft sprocket
as shown in Figure 32.
Remove the crankshaft sprocket,
camshaft sprocket and timing chain as
an assembly. Disassemble the chain
and sprockets.
Installation
Assemble the timing chain, crank-
SIX CYLI NDER ENGINE
232-258 Cubic Inch Displacement
dwio w.i.t.b
650 19
FIGURE 32- Place Ma rked Teeth
on Center line When Insta lling
Sprockets and Cha in
shaft sprocket and camshaft sprocket
w ith the timing marks aligned as
shown in Figure 32. Install the assembly
to the crankshaft and camshaft. Install
the camshaft sprocket retaining bolt
and washer and tighten to the specified
torque. To assure correct installation
of the timing chain, locate the timing
mark of the camshaft sprocket at
approximately the one o'clock position.
This should place the timing mark of
the crankshaft sprocket where it meshes
w ith the chain (Fig. 33). Count the
number of pins between the timing
mark of both sprockets. There should
be 15 p ins.
FIGURE 33 - Correct Timing Chain
Inst allation
Install the timing chain cover and a
new oil seal. Install the vibration
damper, accessory pulley (if so
equipped), engine fan and hub as-
sembly and the drive belt(s). Tighten
the belt(s) to the specified tension.
CAMSHAFT AND BEARINGS
The camshaft is supported by four
steel-shelled, Babbitt-lined bearings
which hove been pressed into the
block and line reamed. The camshaft
bearings ore step bored, being larger
at the front bearing than at the rear,
to permit easy removal and instollo-
.t.io.r.l of .the cmn..~o.ft. AU com...~oft
bearings are lubricated under pres
sure.
NOTE: It is not advisable to replace
camshaft bearings unless equipped with
special removing, installing and reaming
tools.
Camshaft end ploy is maintained by
the load placed on the camshaft by
the oil pump and d istributor drive
gear.
The helical cut of the gear holds the
camshaft sprocket thrust face against
the cylinder block face. Therefore,
camshaft end p lay is zero during en-
gine operation.
Measuring Cam Lobe lift
Com lift is a function of camshaft
lobe d imensions.
Com lift may be checked with a dial
indicator.
To check com lift, remove the cylin-
der head cover and gasket, rocker
arm assembly and spark plugs. Install
a d ial indicator on the end of the push
rod as shown in Figure 34. A piece of
rubber tubing may be used to secure
the dial indicator plunger to the push
rod.
Rotate crankshaft until the cam lobe
bose circle (push rod down) is under
the valve tappet. Set the dial indica-
tor to zero and rotate the crankshaft
to a point where maximum upward
movement of the push rod occurs.
Read the travel at the d ial indicator.
An excess of minus .006" from the spec-
ified dimensions indicates a defective
com.
Removal
Drain the cooling system and remove
the radiator. If equipped with air con-
ditioning, remove the condenser and
receiver assembly as a charged unit.
Refer to the "AIR CONDITIONING"
section for detailed procedure.
Remove the cylinder head cover and
gasket, rocker arm and shaft assembly,

FIGURE 34 - Installation of Dia l
Indicator for Checking Cam lobe l ift
push rods, cylinder head and gasket,
and hydraulic valve tappets.
NOTE: The push rods and tappets
should be retained in the same order
os removed.
Remove the drive belt(s), engine fan
and hub assembly, accessory pulley (if
so equipped), vibration damper and
timing chain cover. Remove the oil seal
from the timing chain cover.
Remove the fuel pump and distribu-
tor assembly (including spark plug
wires).
Rotate the crankshaft until the "0"
timing mark of the crankshaft sprocket
is closest to and in a centerline with
the timing pointer of the camshaft
sprocket as shown in Figure 32.
Remove the crankshaft sprocket,
camshaft sprocket and timing chain as
an assembly.
Remove the front bumper or grille
as required and remove the camshaft.
Inspection
Inspect the camshaft bearing jour-
nals for on uneven wear pattern or
rough finish. Either condition will ne-
cessitate camshaft replacement.
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
Inspect the distributor drive gear for
damage or excessive wear.
Inspect each cam lobe and the
matching hydraulic valve tappet for
wear. If the face of the tappet(s) is
worn concave, the matching camshaft
lobe(s) is also worn, both the camshaft
~nd the tappet(s) must be replaced.
Installation
lubricate the entire camshaft gener-
ously with Engine O il Supplement and
install carefully into the engine block.
Assemble the timing chain, crank-
shaft sprocket and camshaft sprocket
with the timing marks aligned as shown
in Figure 32. Install the assembly to
the engine.
Install the timing chain cover and a
new oil seal.
Install the vibration damper. If re-
moved, install the accessory pulley.
Install the engine fan and hub as-
sembly and the drive belt(s). Tighten
the belt(s) to the specified tension.
Install the fuel pump.
Rotate the crankshaft until No.
piston is at TDC position on the com-
pression stroke. Install the distributor
so that the rotor is aligned with the
No. 1 terminal of the cop when fully
seated on the block. Install the distri-
butor cap and spark plug wires.
Install the hydraulic valve tappets,
cylinder head and gasket, push rods,
rocker arm and shaft assembly, and
cylinder head cover and gasket.
IMPORT ANT: The hydraulic volve tap-
pets and a ll valve train components
should be lubricated with Engine O il
Supplement during installation. The
E.O.S. must remain in the engine for ot
leost 1,O<XJ miles but need not be
drained until the next scheduled oil
change.
If removed, install the air condition-
ing condenser a nd receiver assembly.
Refer to the "AIR CONDITIONING"
section for procedure to purge the
compressor of air.
CAUTION: Both service valves must
be open before the oir conditioning
system is operated.
Install the radiator and fill the cool-
ing system to the specified level.
If removed, install the front bumper
or grille.
1-A -15
OIL PAN
Removal
Raise the vehicle and drain the
engine oil.
Remove the starter motor.
On CJ-5/CJ-6 and Commando,
place o jock under the transmission
bell housing. Disconnect the engine
right support cushion brocket from the
block and raise the engine to allow
sufficient clearance for oil pen re-
moval.
Remove the oil pan.
Remove the oil pan front and rear
neoprene oil seals and the side gas-
kets. Thoroughly clean the gasket sur-
faces of the oil pan and engine block.
Remove a ll sludge and dirt from the
o il pan sump.
Instal lation
Install o new oil pan front seal to
the timing chain cover and apply o
generous amount of "Permatex" No. 2,
or equivalent, to the end tabs.
Cement new oil pan side gaskets
into position on the engine block and
apply a generous amount of "Permo-
tax" No. 2, or equivalent, to the gasket
ends.
Coot the inside curved surface of a
new oil pen rear seal with soop and
apply a generous amount of "Permo-
tax" No. 2, or equivalent, to the gas-
ket contacting surface of the seal end
tabs.
Insta ll the seal in the recess of the
rear main bearing cap making certain
it is fully seated.
Apply engine oil to the oil pen
contacting surface of the front and rear
oil pan seals.
Install the oil pan and tighten the
drain p lug securely.
If disconnected, lower the engine
and connect the right support cushion
bracket to the block. Remove the jock.
Insta ll the starter motor.
Lower the vehicle and use new oil
to fill the crankcase to the specified
level.
O IL PUMP
Removal
Drain the engine oil and remove the
oil pan.
Remove the oil pump retainin g
screws and separate the oil pump and
1-A - 16
gasket from the engine block.
CAUTION: Do not disturb the position
ol the oil pick-up tube and screen as-
sembly in the pump body. II the tube is
moved within the pump body, o new
assembly must be installed to assure on
air tight seal.
Disassembly and Inspection
Remove the cover retaining screws
and separate the cover and gasket
from the pump body.
Measure the gear end clearance by
placing a straight edge across the
gears and pump body. Select a feeler
gouge which will fit snugly but freely
between the straight edge and the
pump body (Fig. 35). Refer to the
Specifications pages for the correct
clearance.
7t10
FIGURE 35 - Measuring Oil Pump
Gear End Clearance
If the gear end clearance is less than
specified, replace the oil pump as-
sembly.
Measure the gear to body clearance
by inserfng o feeler gauge between
the gear tooth and the pump body
inner wall directly opposite the point
of gear mesh. Select o feeler gauge
which fits snugly but freely (Fig. 36).
Rotate the gears to check each tooth
in this manner. Refer to the Specifica-
tions pages for the correct clearance.
If the gear to body clearance is
more than specified, replace the idler
gear, idler shaft and drive gear assem-
bly.
If required, the oil pressure relief
valve may be removed from the pump
body for cleaning. Remove the cotter
pin and slide the spring retainer,
spring and relief valve out of the
pump body.
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
FIGURE 36 - Measuring O il Pump
Gear to Body Clearance
IMPORT ANT: The oil pick-up tube
must be moved to allow removal ol the
relief valve; therefore, the pick-up tube
assembly must be replaced upon instal-
lotion.
Assembly and Installation
If removed, install the oil pressure
relief valve, spring, retainer and cotter
pin.
If the position of the pick-up tube
in the pump body has been disturbed,
a new pick-up tube assembly must be
installed.
Prior to installing the new assembly,
place o light film of "Permotex" No. 2,
or equivalent, around the tube at the
joint. Using Tool J-21882 as shown in
Figure 37, drive the tube into the body
making sure that the alignment of the
support bracket is correct during the
entire installing operation.
FIGURE 37- Installing Pick-up Tube
Install the idler shaft, idler gear and
drive gear assembly.
IMPORT ANT: To ensure sell-priming
of the oil pump, the pump must be
filled with "Petrolatum" prior to the in-
stallation ol the oil pump cover. (Do
not use grease of any type.)
Insta ll the pump cover and new
gasket. Tighten the retaining screws to
the specified torque.
NOTE: Check lor free operation prior
to installing the oil pump to the engine.
Install the oil pump and a new gas-
ket to the engine block. Tighten the
retaining screws to the specified torque.
Install the oil pan using new gaskets
and seals. Use new oil to fill the
crankcase to the specified level.
REAR MAIN BEARING OIL SEAL
The rear main bearing crankshaft
seal consists of a two piece neoprene
single lip seal to effectively seal the
rear of the crankshaft. Correct instal-
lotion of the seal will assure leak free
engine operation (Fig. 38).
" Permatex #2"
Top end Bottom
Both Sides of Seol
" Pennotex # 2" on
Chamfered Edge
l70010
FIGURE 38 - Rear Main Oil Seal
and Cap Installation
Removal and Installation
Drain the engine oil and remove the
oil pan.
Remove the oil pon front ond rear
neoprene oil seals. Remove the oil pan
side gaskets. Thoroughly clean the
gasket surfaces of the oil pan and
engine block. Remove all sludge and
dirt from the oil pan sump.
Remove the rear main bearing cop.
Remove and discord the lower seal.
IMPORT ANT: To assure leak free op-
eration, the upper and lower seal halves
must be replaced in pairs.
Clean the main bearing cop

thoroughly to remove all sealer.
Loosen all remaining main bearing
cap screws.
With a brass drift and hammer, tap
the upper seal until sufficient seal is
protruding to permit pulling the seal
out completely. Wipe the seal surface
of the crankshaft clean; then oil
lightly.
Coat the block contacting surface of
the new upper seal with soap, and the
lip of the seal with engine oil. Install
the upper seal into the engine block.
CAUTION: The lip of the seal must
face to the front of the engine.
Coat bath sides of the new lower
seal end tabs with "Permatex" No. 2
or equivalent, being careful not to
apply sealer to the lip of the seal.
Coat the outer curved surface of
the lower seal with soap and the lip
of the seal with engine oil. Install the
seal into the cap recess and seat it
firmly.
Place "Permatex" No. 2, or equiva-
lent, on bath chamfered edges of the
rear main bearing cop. Install the rear
main bearing cop and inserts. Tighten
all main bearing cap screws to the
specified torque.
Install o new oil pan front seal to
the timing chain cover and apply o
generous amount of "Permotex" No. 2,
or equivalent, to the end tabs.
Cement new oil pan side gaskets
into position on the engine block and
apply a generous amount of "Permo-
tex" No.2, or equivalent, to the gasket
ends.
Coot the inside curved surface of a
new oil pan rear seal with soap and
apply a generous amount of "Perma-
tex" No. 2, or equivalent, to the gasket
contacting surface of the seal end
tobs.
Install the seal in the recess of the
rear main bearing cop making certain
it is fully seated.
Apply engine oil to the oil pan
contacting surface of the front and
rear oil pan seals.
Install the oil pan and tighten the
drain plug securely.
Use new oil to fill the crankcase to
the specified level.
CONNECTING RO D BEA RINGS
The connecting rod bearings o re
steel-backed, sintered copper, lead
SIX CYLIN DER ENGINE
232-258 Cubic Inch Displacement
alloy precision type.
Each bearing is selective fit to its
respective journal to obtain the de-
sired operating clearance. In produc-
tion the select fit is obtained by using
various sized color coded bearing in-
serts os shown in the bearing fitting
chart.
When required, different sized up-
per and lower bearing inserts may be
used os o pair; therefore, o standard
size upper insert is sometimes used in
combination with o .001" undersize
(U.S.) lower insert.
Service replacement bearing inserts
ore available os pairs in the following
sizes: standard, .001" U.S., .002" U.S.,
.010" U.S. and .012" U.S. The size is
stomped on the back of the inserts.
The bearing fitting chart may be
utilized to select the bearing inserts re-
quired to obtain the specified bearing
clearance.
CONNECTING ROD BEARING FITIING CHART
Diameter Of Upper
Rod Journa l Bearing
2.0955"-2.0948" Standard
2.0948"-2.0941" Standard
2.0941 u -2.0934" .001" U.S.
2.0855"-2.0848" .010" U.S.
It may be necessary, in some in-
stances, to use different sized upper
and lower inserts to reduce clearance
by .0005" (~ thousandth"). The bear-
ing insert nearest to standard should
always be installed in the upper
location.
CAUTION: Never use bearing inserts
with greater thon .001" difference in
size in pairs.
Example
Correct Incorrect
Upper - Std. Upper - Std.
Lower - .001" U.S. Lower - .002" U.S.
Removal a nd Inspection
Drain the engine oil and remove the
oil pan.
Rotate the crankshaft as required
to position two pistons at a time at the
bottom of their stroke.
Remove the bearing cops and upper
and lower inserts. The upper insert can
be readily removed by spinning it out
1-A - 17
of the connecting rod.
NOTE: Do not mix bearing cops.
Each connecting rod and its matching
cop is stomped with the cylinder num-
ber on a machined surface which faces
the camshaft side of the engine block.
Inspect the bearing inserts for ab-
normal wear or damage. Bearing in-
serts with either condition should be
replaced.
Wipe the connecting rod journals
clean and use o micrometer to check
for on out of round condition. Refer to
specifications. If any rod journal is
beyond specifications, it must be re-
conditioned and fitted with new under-
size bearing inserts.
Measuring Bea ring Clearance
With Plastigage
Wipe the bearing inserts and rod
Color lower Color
Code Bearing Code
Yellow Standard Yellow
Yellow .001" u.s. Block
Block .001" U.S. Block
Red .010" u.s . Red
journal clean. Place a strip of Plosti.
gage across the full width of the lower
insert ot the center of the bearing cop.
Install the bearing cop to the con-
necting rod and fghten the retaining
nuts to the specified torque.
Remove the bearing cop and deter-
mine the amount of clearance by
measuring the width of the compressed
Plostigage with the scale furnished os
shown in Figure 39.
FIG URE 39 - Checking Bearing
Clea ra nce with Plastigage
Measuring Connecting Rod
Journal With A Micrometer
Wipe the connecting rod journal
clean.
1-A-18 SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement

Use o micrometer, measure the maxi-
mum diameter of the rod journal.
Compare the reading obtained with
the journal diameters listed in the bear-
ing fitting chart and select the inserts
required to obtain the specified bear-
ing clearance.
Installa tion
Lubricate the bearing surface of
each insert with clean engine oil. In-
stall the bearing inserts, cop and re-
taining nuts. Tighten to the specified
torque.
CAUTION: Core must be exercised
when rotating the crankshaft with bear-
ing cops removed. Be sure the connect-
ing rod bolts do not accidentally come
in contact with the rod journals and
scratch the finish. Bearing failure would
result.
Install the oil pan using new gaskets
and seals. Tighten the drain plug se-
curely.
Use new engine oil to fill the crank-
case to the specified level.
CON N ECTING ROD AND
PISTON ASSEMBLIES
Removal
Remove the cylinder head cover and
gasket, rocker arm and shaft assembly,
push rods and the cylinder head and
gasket.
Position the pistons one at a time
near the bottom of their stroke and
use a ridge reamer to remove any
ridge from the top end of the cylinder
walls.
Drain the engine oil and remove
the oil pan.
Remove the connecting rod bearing
cops and inserts and retain in the some
order as removed.
with on inside micrometer or telescope
gouge from the top to the bottom of
the cylinders for toper. Check for on
out of round condition by measuring
across the cylinder bores at two points;
parallel to the crankshaft and per-
pendicular to the crankshaft.
If cylinder toper does not exceed
.005'' and out of round does not
exceed .003", the cylinder bore may
be trued by honing.
If the cylinder toper or out of
round condition exceeds these limits,
the cylinder must be bored and then
honed for on oversize piston.
When finish honing the cylinder
bores, move the hone up and down at
sufficient speed to produce a uniform
cross hatch pattern on the cylinder
walls.
Prior to fitting pistons, the cylinder
bores should be scrubbed clean with a
hot water and detergent solution.
Cover the connecting rod journals with
clean cloths during the cleaning opera-
tion.
After cleaning, apply light engine
o il to the cylinder walls and then wipe
with a clean lint free cloth.
Pistons
Aluminum alloy "Autothermic" pis-
tons, steel reinforced for strength and
controlled expansion ore used. The
ring belt a rea provides for three pis-
ton rings, two compression and one o il
control ring above the piston pin.
The piston pin boss is "offset" from
the piston center line to place it
nearer the thrust side of the piston.
To ensure correct installation of the
p iston in the bore, a notch is cost
into the top perimeter of the piston
head. The notch must face forward as
shown in Figure 40.
- - - - Frant of Engine
Pistons ore fitted to their respective
bores by measuring the inside diam-
eter of the cylinder bore and the
diameter of the piston.
Measure the cylinder bore inside
diameter at a point 2~/ 11" below the
top of the bore.
Pistons ore com ground and, there-
fore, must be measured at right angles
to the piston pin at the center line of
pin as shown in Figure 41.
3.333" Diameter
3.328" ht & 2nd
Groove
3.339" Diameter
'3.3W' 3rd Groove
FIGURE 41 - Piston Measurements
The d ifference between cylinder
bore diameter and piston diameter
dimensions is the piston to bore clear-
once.
Piston Rings
Carbon must be cleaned from a ll
ring grooves. The oil drain openings
in the oil ring grooves and pin boss
must be cleared. Core must be exer-
cised not to remove metal from the
grooves since this will change their
depth; nor from the lands since this
will change the ring groove clearance

NOTE: Connecting rods and cops

are stomped with the number of the
cylinder to which they were assembled.
Remove the connecting rod and pis-
ton assemblies through the top of the
cylinder bores being careful that the
connecting rod bolts do not scratch the
connecting rod journals or cylinder
walls.

Cylinder Bore Conditioning

Inspect the cylinder bores for scor-
ing, toper, and out of round. Check FIGURE 40 - Pistons Correctly Positioned in Bores

and destroy ring to land seating.
Side clearance between land and
compression rings should be os listed
on the Specifications pages.
Roll the ring around the groove in
which it is to operate. It must fit freely
at oil points (Fig. 42).
68177
FIGURE 42 - Checking Ring Side
Clearance
Piston ring gop or jo int clearance is
measured at the bottom of the cylinder
near the end of the ring travel area.
To square the ring in the bore for
checking joint clearance, p lace the ring
in the bore, then, with on inverted
piston, push the ring down near the
lower end of ring travel area (Fig. 43).
FIGURE 43 - Checking Ring Gap
Clearance
When other than standard ring sizes
ore used, rings should be individually
fitted to their respective bores.
Removal of gloze from the cylinder
wall for quicker ring seating con be
accomplished by various methods.
When on expanding type hone is
used, do not use more than ten strokes
(each stroke down and return) to re-
condition o cylinder wolf.
Successful ring installation depends
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
upon cleanliness during the honing
operation or when handling ports. The
engine bearings and lubrication S'f$-
tem must be protected from abrasives.
Rig id type hones ore not to be used
to remove cylinder gloze os there is
a lways o slight amount of toper in
cylinder wolfs after the engine has
been in service.
After removing the cylinder gloze,
install the rings on the pistons. Install
the oil control rings first by following
the sequence shown in Figure 44. Com-
pression rings ore marked to designate
top of ring. Typical compression ring
markings ore shown in Figure 45.
FIGURE 44 - Oil Control Ring
Installation
170009
FIGURE 45- Typical Piston Ring
Marking.s
Rings must be installed on the pis-
tons with a ring installing tool to pre-
vent distortion and ring breakage
(Fig. 46).
Connecting Rods And
Piston Pins
The connecting rods and cops ore
stomped with the cylinder numbers in
which they were assembled.
The numbers ore on the some ma-
chined surface as the squirt holes (Fig.
47).
The numbered sides and the squirt
holes must face the camshaft.
Whenever new rings ore installed
or piston pins ore replaced, it is
necessary to check the alignment of
the connecting rod and piston ossem-
1-A-19
FIGURE 46- Installing Compression
Rings on Piston Using Tool J-8028
Cylinder
Number
Squirt Hole
6SOJ7
FIGURE 47 - Connecting Rod
Numbering and Squirt Hole location
blies to ensure true operation in the
cylinder bore.
Misaligned rods will cause uneven
piston and ring wear which will result
in oil consumption. The connecting rod
should be inspected for a twisted or
bent condition.
Assemble the connecting rods to the
pistons with the notch on the pistons
facing to the front of the engine and
the numbered side of the rods facing
the camshaft.
The piston pins ore a press fit into
the connecting rod, thus requiring no
locking device.
Remove the piston pin with Piston Pin
Remover J-21872 and on arbor press.
Place the piston on the remover
support J-21872-1 so that the pin will
enter the support when pressed out
with the piloted driver J-21872-3 (Fig.
48).
To install the piston pin, place the
piston pin pilot in the support and in-
sert the piston and connecting rod. This
1-A - 20
FIGURE 48 - Removing or Installing
Piston Pin
aligns the piston and connecting rod
piston pin bores. Press the piston pin
into the connecting rod and piston as-
sembly until the lower pilot enters the
support and the index mark on the
pilot is located at the lower edge of
the gouge window of support
J-21872-l. At this point, the connect-
ing rod is centered on the piston pin.
A plus or minus 1[ 32" is allowed for
centering the piston pin to connecting
rod.
When fitting the pin, with all ports
dry and free of nicks and burrs,
the pin must not support its weight in a
vertical position over its entire length
in either of the bores.
CAUTION: The piston pins must be a
tight press fit (2000 lb.} into the con-
necting rod.
Installation
After thoroughly cleaning the cylin-
der bores, apply a light film of clean
engine oil to the bores w ith a clean
lint free cloth.
Prior to installing the connecting rod
and piston assemblies into the engine,
arrange the piston ring gaps so that
the # 1 compression ring gop is 180
from the #2 compression ring gop
and the oil control ring spacer ex-
ponder gap is at least 90 from the
SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement
#2 compression ring gop. The oil con-
trol ring gaps ore to be installed 90
from the spacer gop with at least 30
between each ring gap.
Lubricate the piston and ring sur-
faces with clean engine o il.
Use Piston Ring Compressor Tool
C-385 to install the connecting rod
and piston assemblies through the top
of the cylinder bores being careful
that the connecting rod bolts do not
scratch the connecting rod journals or
cylinder walls.
NOTE: Lengths of rubber hose slipped
over the connecting rod bolts will afford
protection during installation.
Insta ll the connecting rod bearing
cops and inserts in the some order as
removed. Tighten the retaining nuts to
the specified torque.
Insta ll the engine oil pan using new
gaskets and seals. Tighten the drain
plug securely.
Install the cylinder head and new
gasket, push rods, rocker arm and shaft
assembly and cylinder head cover and
gasket.
Use new oil to fill the crankcase to
the specified level.
CRANKSHAFT MAIN BEARINGS
The main bearings ore steelbocked,
sintered copper, lead alloy precision
type.
Each bearing is selective fit to its
respective journal to obtain the desired
operating clearance. In production the
select fit is obtained by using various
sized color coded bearing inserts as
shown in the bearing fitting chart.
When required, different sized upper
and lower bearing inserts may be used
as a pair; therefore, a standard size
upper insert is sometimes used in com-
bination with a .001" undersize (U.S.)
lower insert.
Service replacement bearing inserts
CRANKSHAFT BEARING FITTING CHART
Diameter Of Upper
Main Journal Bearing
2.5001"-2.4996" Standard
2.4996"-2.4991" Standard
2.499 1"-2.4986" .001" U.S.
2.4986"-2.4981" .001" u.s.
2.490 1"-2.4896" .010" u.s.
ore available as pairs in the following
sizes: standard, .001" U.S., .002" U.S.,
.01 0" U.S. and 0 12" U.S. The size
is stomped on the back of the inserts.
The bearing fitting chart may be
utilized to select the bearing inserts re-
quired to obtain the specified bearing
clearance.
It may be necessary, in some in-
stances, to use different sized upper
and lower inserts to reduce clearance
by .0005" (Yz thousandth"). The bear-
ing insert nearest to standard should
always be installed in the upper lo-
cation.
CAUTION: Never use bearing inserts
with greater than .001" difference in
size in pairs.
Example:
Correct Incorrect
Upper- Std. Upper - Std.
Lower - .001" U.S. Lower- .002" U.S.
Removal and Inspection
Drain the engine oil and remove the
pan.
Remove one main bearing cop a nd
insert.
Inspect the bearing insert for ab-
normal wear or damage. If either con-
d ition exists, both upper and lower
inserts must be replaced. Refer to
"Measuring Bearing Clearance W ith
Plostigoge" to select the bearing in-
serts required to obtain the specified
bearing clearance.
Inspect the crankshaft main journal.
If it is damaged, it must be either re-
conditioned or replaced. Refer to
"Crankshaft."
Remove the upper insert by loosen-
ing a ll of the other bearing cops and
inserting a small pin about Yz" long
in the crankshaft oil hole. The head of
this pin should be Iorge enough so that
it will not fall into the oil hole, yet
Color lower Color
Code Bearing Code
Yellow Standard Yellow
Yellow .00 1"U.S. Block
Block .001" u.s. Block
Block .002" U.S. Green
Red .010" u.s. Red
 SIX CYLINDER ENGINE 1-A -21
232-258 Cubic Inch Displacement

thinner than the thickness of the bear- Use new engine oil to fill the crank-
ing. case to the specified level.

With the pin in place, rotate the
shaft so that the upper bearing insert
will rotate in the direction of its lo-
cating tongue.
Remove ond inspect the remaining
bearings one at a time in the same
manner.
Measuring Bearing Clearance
With Plastigage
Support the weight of the crankshaft
with a jack placed under the counter-
weight which is adjacent to the main
bearing being checked.
IMPORTANT: Check clearance of only
one bearing at a time. All other bear-
ings must remain tightened.
Remove the main bearing cop and
'nsert. Wipe the insert and the ex-
posed portion of the crankshaft journal
clean.
Place a strip of Plastigoge across the
full width of the bearing insert. Install
the bearing cop and tighten the retain-
ing bolts to the specified torque.
Remove the bearing cap and deter-
mine the amount of clearance by
measuring the width of the compressed
Plastigage with the scale furnished as
shown in Figure 49.
60291
FIGURE 49 - Checking M ain Bearing
Clearance W ith Plastigage
Installation
Lubricate the bearing surface of
each insert with clean engine oil.
Loosen all main bearing cops and
install the main bearing upper insert(s).
Install the main bearing cop(s) and
lower insert(s). Tighten the retaining
bolts evenly to the specified torque.
After installation, turn the crank-
shaft by hand to check for free opera-
tion.
Install the oil pan using new gaskets
and seals. Tighten the drain plug
securely.
CRANKSHAFT
The crankshaft is counterweighted
a nd ba lanced independently. The 232
CID crankshaft has eight counter-
weights and the 258 CID crankshaft
has twelve counterweights. Both have
seven main bearings and six connect-
ing rod journals.
An oil slinger is provided at the
rear main journal inboard of the rear
oil seal.
The component ports of the crank-
shaft assembly ore individually bal-
anced; then the complete assembly is
balanced as o unit.
IMPO RTANT: On automatic transmis-
sion equipped engines, the torque con-
verter and converter Rexplote must be
marked prior to removal and installed
in this position upon assembly.
Service replacement dampers, crank-
shafts, flywheels, torque converters,
and clutch components ore balanced
individually and, therefore, may be
replaced as required without rebalanc-
ing the complete assembly.
Replacement
If the crankshaft is damaged to the
extent that reconditioning is not feas-
ible, it must be replaced. The engine
must be removed from the vehicle for
crankshaft replacement.
Checking End Play
The crankshaft end ploy is con-
trolled at the No. 3 main bearing in-
sert which is flanged for this purpose.
To check this clearance, attach o
dial indicator to the crankcase and
pry the shaft fore and oft with o
screw driver (Fig. 50).
The crankshaft end play should be
as listed on the Specifications pages.
IMPORTANT: When replacing the
thrust bearings, it is recommended to
pry the crankshaft fore end aft to align
the thrust faces of the bearings.
SHORT ENGINE ASSEMBLY
A service replacement short engine
assembly may be installed whenever
the original engine block is damaged
beyond repair. The short engine as-
FIGURE 50 - Checking Crankshaft
End Ploy
sembly consists of engine block, piston
and rod assemblies, crankshaft, com-
shaft, timing gears and chain.
Installation includes transfer of com-
ponent parts from the original engine
including cleaning and torque tighten-
ing as required.
IMPORTANT: Whenever installing a
short engine assembly, always install a
new engine oil pump pick-up tube and
screen assembly.
FLYWHEEL AND STARTER
RING GEAR ASSEMBLY
The starter ring gear can be re-
placed separately only on vehicles with
manual transmission. The starter ring
gear is welded to and balanced as
part of the converter flexplote on ve-
hicles with automatic transmission.
To remove, place the flywheel on an
arbor press with steel blocks equally
spaced under the gear and press the
flywheel through. The ring gear con
also be removed by breaking it with o
chisel.
To install o new starter ring gear,
apply heat to expand the inside diam-
eter sa that it con be pressed over the
flywheel.
On manual transmission equipped
vehicles, the flywheel is balanced as
an individual component and also as
port of the crankshaft assembly.
Do not attempt to duplicate original
flywheel balance holes when installing
o service replacement.
1-A-22 SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement

Rear Core Hole Plug Oil Ga llery Plug

(Coolant)

Front

7 10U

FIGURE 51 - Rear Camshaft and

Oil Gallery Plugs FIGURE 52 - Core Hole Plug location
SIX CYLINDER ENGINE SPECIFICATIONS
232CID 258 CID
Type - - - - - - - - - - - OHV 6 C y l . - - - - - - - - - --
Bore --- - - - - - ----3.750"-3.753" - - - - - - - - --
Stroke 3.50" 3.895"
Firing Order - - - - - - ------1-5-3-6-2-4--- - - - - - - - -
Displacement 232 258
Compression Ratio 8.0:1 (7.5: 1 Optional) 8.0:1 (7.6: 1 Optiona l)
Net Horsepower 100@ 3600 110@3500
Net Torque 185 @ 1800 195@ 2000
Taxable Horsepower --- - - - - - - - - - - - 3 3 . 7 5 - - - - - - - - - - --
Fuel ~------------------------Regular----------------------
Cylinder Head a nd Block Flatness I"----------<~-
- -----------.008" Max. Full Length, .002" in 6", .001" in

VALVES
Valve Arrangement (Front to Rear) --- - - - - - - - - - EI-IE-IE-EI-EI-IE - -- -- - - - --
Valve Stem Diameter --- - - -- - - - - - . 3 715"-.3725" - - - - - - -- - -
Valve length --- - - - - - - - - - 4 . 7 8 9 5 " - 4 . 8 0 4 5 " - - - - - - - -- -
Valve Guide I. D. (Integral) --- - - - - - - - - - .3735"-.3745" ------------t-
Stem to Guide Clearance -----------------------.001"-.003"-------------
Intake Valve Face Angle ---------------------------29-------------------------
Intake Valve Seat Angle ~-------------------------300------------------------
Intake Valve Seat Width -----------------------.040"-.060" ---------------------
Exhaust Valve Face Angle
Exhaust Valve Seat Angle
---------------------------440-------------------------
------------------------- 44~ 0 - - - - - - - - - - - - - - - - - - - - - --
Exhaust Valve Seat Width -----------------------.040"- . 0 6 0 " - - - - - - - - - - --
Valve Seat Run-out --- - - - - - - - -- - .0025" - - - - - - - -- - -

VALVE SPRING TENSION (LBS.)

Closed --- - -- - - - - - 95 lbs.-105 Lbs. @ P 3 / 18"----------t-
Open --- - - - - - - - 188lbs.-202lbs.@ F/16" ----------<~-

INTAKE VALVE TIMING

Opens ------------- 1 2 3~BTDC ------------
Closes --- - --------660 30' A B D C - - - - - - -- - -
EXHAUST VAlVE TIMING
Opens --- - - - - - - - - - - 5 3 3 0 ' B B D C - - - - - - - - - --
Closes (California) --- - - - - - - - - - - 5 5 0 3 0 ' A T D C - - - - - - - - - --
Closes (Nationwide) --- - - - - - - - -- - 25 3~ A T D C - - - - - - - - - --
Valve Opening Overlap
(Colifornio) ---------------------------680------------------------
Valve Opening Overlap
(Nationwide) - ---------------- - - - --48----------------------

CAMSHAFT
Com Lobe lift ---------------.254" - - - - - - - - - - -
 SIX CYLINDER ENGINE 1-A-23
232-258 Cubic Inch Displacement

232 CJD 258CID

End Ploy - -- - - - -- - - -.000" Engine Operating - - - - - - ------.-
Bearing Clearance - - - ---------.001"-.003" - - - - - - - - - -
Intake Duration ~-------------- 259 -------------~
Exhaust Duration ---------------------- 289 -------------------~
(California)
Exhaust Duration (Nationwide) ------------------------259-----------------~
Base Circle Run-Out - -----------------------.001" Mox.-------------------------
Tappet Clearance - - - - - - -- - - Zero Lash (Hydraulic lifters) - - - -- - - --

PISTONS AND RINGS

Pistons to Bore Clearance
(Right Angle to Center
line of Piston Pin)
Piston Ring Gap Clearance
Top and Center (Compression)
Bottom (Oil Control)
Piston Ring Side Clearance
# 1 Compression
#2 Compression
Oil Control
Piston Pin to Connecting Rod
Piston Pin to Piston
--- - - -- -----.0009"-.0017"- -- - - - - - -- -
- - - -- - - - - - - --.010"-.020"------------
- - - - - ---------.010"-.025" - -- - - - - -- - -
- - - -- - - - - - - - . 0 0 1 5 " - . 0 0 3 " - - -- - - -- - -
- - - - - ---------.0015"-.003" - - - -- - - - - - - -
- - -----------.001"-.008"
- - - - - -- - - -- - Press Fit 2000 lbs. - - - - - - - - - - - -
- -----------.0003"-.0005"---- -- - - -- - -

CRANKSHAFT AND BEARINGS

Main Bearing Journal Diameter
Main Bearing Journal Width
Main Bearing Clearance
Crankshaft End Ploy
Connecting Rod Journal Diameter
Connecting Rod Journal Width
Connecting Rod Bearing Clearance
Connecting Rod Side Clearance
Connecting Rod Journal Out of Round
- - - - -- - - - - - 2.4986"-2.5001" - - -- - - - - - -
--- - - -- - - - - #1 - 1.086"-1.098" - - - - - -- --
- -- - - - - - - #2-4-5-6-7- 1.182"- 1.188" - - - - - - - -
- - - - -- - - - - - - #3- 1.271 "-1.273" - - - - - - - - -
- - - - - - -- -- ---.001"-.002" - - - - - - - - - - - -
- - - - - - -- ----.0015"-.0065" - - -- - - - - - - --
- - - - -- - - - - - 2.0934"-2.0955" - - - - - - - - - -
- - -- - - - - - ---1.073" - - - - - - - - - - - -
- - - ----------.001"-.002" - -- - - - - - - -- - -
- - - - -- - - - - - .005"-.014" - - -- - - -- - -
- - - - - - - - - ----.0004" Max.---- - - - - -- --

OIL PUMP AND LUBRICATING SYSTEM

Oil Pump Type - - - - - -- - - - - - - - Gear----- - - - -- - -- -
Normal Operating Pressure
@ 600RPM - - - - -- - - - - - - - 1 3 P S I - - -- - - - - -- - -
@ 1600 RPM or Higher - - ----------------37 PSI Min.-75 PSI Mox.------------------
Oil Pressure Relief Maximum - - - - - - - - -- - - - - 7 5 P S I - - - - - - -- - - - - -
Gear to Body Clearance - - - - - ----.0005"-.0025" (Each Tooth) - - - - - - -- - -
Gear End Clearance (Cover
and Gasket Removed) - -- - - - - -- - --.002"-.006" - - - - - - - - - -
Oil Filter - ----------------- - - - - Full Flow - - ---------------- - - - -
Engine Oil Capacity - . -- -- - - -------5Quarts - - - - - - - -- -- - --
(One (1) Additional Quart With Filter Change)

TORQUE SPECIFICATIONS Cylinder Head Cover Screws . . . . . . . . . . . . 45-55 ln. lbs.

(Torque Values given in Foot Pounds
Unless Otherwise Specified)
Alternator Adjusting Strap and Water Pump to Stud
Alternator Bracket Bolt ........... ........ .... .
Alternator to Bracket Nut ..... ............... . .
Camshaft Sprocket Screw ......... ...... ... ... .
Carburetor Hold-Down Nuts ............ ..... .. .
Connecting Rod Nuts . ........... .. .......... .
Cylinder Head Cop Screws ................. .. .
Crankshaft Pulley to Damper . . . . . . . . . . . . . . . . . . . . 20-25
Clutch Housing Spacer to Block Screw . . . . . . . . . . . . 10-15
18-25 Clutch or Bell Housing
18-35 Top ...................................... 25-30
30-35 Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40-45
45-55 Distributor Clamp Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
12-15 Distributor Brocket Screw . . . . . . . . . . . . . . . . . . . . . . 10-15
26-30 Exhaust Manifold Bolts . . . . . . . . . . . . . . . . . . . . . . . . 20-25
80-85 Exhaust Pipe to Manifold Nuts . . . . . . . . . . . . . . . . . . 20-25
1-A -24 SIX CYLINDER ENGINE
232-258 Cubic Inch Displacement

Fan and Spacer to Pulley Hub Bolt . . . . . . . . . . . . . . . 15-25
Flex Plate to Converter . . . . . . . . . . . . . . . . . . . 270 ln. Lbs.
Flex Plate to Crankshaft . . . . . . . . . . . . . . . . . . . . . I 00-110
Flywheel to Cranlcshaft Bolt . . . . . . . . . . . . . . . . . . . I 00-110
Front Cover to Block Screw . . . . . . . . . . . . . . . . . . . . . . 4-6
Fuel Pump Screws ............................ 15-17
Fuel Pump Clip to Oil Pan Bolt . . . . . . . . . . . . . . . . . . . . 5-8
Fuel Pump Clip to T/C Cover Bolt ................. 5-8
Ground Strap and Alternator Bracket . . . . . . . . . . . . 18-35
Ignition Coil Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-25
Intake Manifold to Head Bolt . . . . . . . . . . . . . . . . . . . 20-25
Main Bearing Cap Screws . . . . . . . . . . . . . . . . . . . . . . 75-85
Oil Pump;
Cover to Body Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Pump to Block Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Mounting and Connecting Ports:
Engine Mounting Brackets to Engine Bolt . . . . . . . . 25-30
Bracket to Plate Bracket to Crossmember Nut 30-50
Front Insulator to Frome Brocket Nut . . . . . . . . . . 25-30
Rear Insulator to Transmission Bolt . . . . . . . . . . . . . 30-35
Insulator to Crossmember Locknut . . . . . . . . . . . . . . 25-30
Insulator to Transmission ..................... ~
Rear Insulator to Crossmember Hex Nut . . . . . . . . . 30-35
Torque Reaction Bracket .................... . 25-30
Oil Pan Screws . . . . . . . . . . . . . . . . . . . . . . . . 1/4"-20. 5-8
5/16"-18. 10-12
Rocker Arm Assy. to Head - Bolt ....... ....... 20-23
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-30
Solenoid to Bracket Nut ........................ 18-25
Starter Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-35
T.C.S. Solenoid Bracket and Accelerator Coble
Bracket to Intake Manifold Bolt . . . . . . . . . . . . . . . 18-25
Timing Chain Cover Bolt . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Thermostat Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . I 0-15
Vibration Damper Screw . . . . . . . . . . . . . . . . . . . . . . . 50-60
Water Pump to Block Bolt . . . . . . . . . . . . . . . . . . . . . 10-15

I
Screw, Front Cover
Cronlahoft Seal
Installer
J.22248 Port of Tooi-J-9163
Timing Chain Cover
Alignment Tool ond
Seol Installer

I J-21882
O il Pump Inlet
Tube Installer

II
J-21872
Piston Pin Remover J-5790
ond Installer Hydraulic Valve Lifter
Tester

"*'- - J21931
-- J9256
Timing Chain Oil
Seal Remover
J-6042.1, C-3427, C-3430
Valve Guide Reamers
Valve Spring Remover
ond Installer

~ J-21884
Hydraulic Valve Tappet
J-22700
Oil Filter Wrench Remover and Installer

J-8.520
Oiol Indico1or S.t
(0.1 "-.001" Groduotion)

LP J-5959--4 J-21791 C-647

"C" Clomp ond Vibration Damper Valve and Clutch
Rod Extension Remover Spring Tester

FIGURE 53- Engine Tools

 V-8 ENGINE 1-B-1

304-360 Cubic Inch Displacement

Page
ENGINE IDENTIFICATION .. . .. ................... . 1
DIAGNOSIS GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ENGINE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ENGINE INSTALLATION ........................... 3
ENGINE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
INTAKE MANIFOLD .............................. 4
CYLINDER HEAD AND GASKET ..................... 4
ROCKER ARM ASSEMBLY ... .. ..................... 4
VALVES ........................................ 5
Valve Springs .. ..... ....................... . ... 5
Valve Refacing ........ .. . ..... .. . ..... . ...... . . 5
Valve Stem to Guide Clearance ......... .. ........ 5
Hydraulic Valve Tappets . ... . ................... 6
Cam lift ... ................................... 8
TIMING CHAIN COVER ............................ 8
CAMSHAFT IDENTIFICATION ....................... 9
Valve Timing ..... . ............ . ... ........ .... 9
Page
OIL PAN REMOVAL .............................. 10
PISTONS .......... . ... . .. .. ..... ..... .. ......... 10
Piston Pins ........ .. . ...... .. .... ............. 10
PISTON RINGS ........ ... ........... ......... . .. 11
CONNECTING RODS ............................. 12 :
CRANKSHAFT .. . .. ... .. . ......................... 12
Main Bearings ................................. 13
Crankshaft End Play ........ . ................... 13
REAR MAIN BEARING OIL SEALS . ................... 13
VIBRATION DAMPER . ... .. . . ...... .. ...... .. ...... 14
STARTER RING GEAR ....................... ... ... 15
LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . ..... 15
OIL FILTER .................... . ............. . ... 16
POSITIVE CRANKCASE VENTILATION ................ 16
SPECIFICATIONS ................ . ................ 17
TOOLS . ..... . ............................ ... ... 21

70021

FIGURE 1 - Engine Code location

The letters are coded as follows:

Comp.
Code CID Carb. Ratio
H 304 2V 8.4:1
N 360 2V 8.5:1

To further identify the engine by

Sectional View of Engine Assembly
ENGINE IDENTIFICATION
The Engine Code is located on a
tag which is attached to the right bank
cylinder head cover (Fig. 1).
The letter contained in the code
identifies the engine by cubic inch
displacement, carburetor type and
compression ratio.
external inspection, the cubic inch dis-
placement is cast into the cylinder
block on both banks between the first
and second core plug location.
Engines built for sale in California
are painted red, all others are painted
blue.
In the machining of cylinder blocks
and crankshafts, it is sometimes neces-
sary to machine the cylinder bores to
.010" oversize, and the crankshaft
main bearing journals or connecting
rod journals to .010" undersize. These
engines have a code stamped ad jacent
to the Engine Code on the tog attached
to the right bonk cylinder head cover.
A single or two letter code is used.
1-8- 2
The letters ore decoded as follows:
Single letter "B" .... Cyl. bore .010"
Oversize
Single letter "M" .... t-lloin bearings
.010" Undersize
Single letter "P" ... Connecting Rod
bearings .010" Undersize
Double letters "PM" . . . . Main and
connecting rod bearings
.0 I0'' Undersize
Single letter "C" . . . Camshaft block
bores .010'' Oversize
DIAGNOSIS GUIDE
Conditions and Probable
Causes
Cannot Crank Engine
Electrical System
Trace circuits for faulty electrical
units.
Coolant leak i nto Cylinder
Remove spark plugs to check for
coolant in cylinders. Cronk with
plugs removed. Cylinder heads must
be removed to check gaskets, block,
and head for the source of coolant
leak. If permanent anti-freeze
entered engine, complete disassem-
bly will have to be accomplished.
Mechanical Seizure
Recondition.
Engine W ill Crank Normally but
Will Not Start
Ignition System
Check spark plugs and secondary
circuit energy available at spark
plugs.
Fuel System
Check carburetor for fuel supply and
a ir hom for choke condition. If water
is present, clean out and substitute a
known good supply of fuel.
Ignition or Valve Timing
Check ignition and valve timing.
Engine Rough Running at
Higher Speeds
Ignition System
Spark plug gop and heat range.
Ignition timing. Distributor centrifu-
gal and vacuum advance units. Coil
polarity.
V-8 ENGINE
304-360 Cubic Inch Displacement
Fuel System
Improper fuel mixtures.
Fuel Induction System
Severe air leaks into intake system.
Sticky valves. Incorrect valve lift.
Engine W ill Not Respond to Fast
Positive Opening of Throttle
Fuel System
Carburetor accelerating circuits. Im-
proper fuel. Throttle linkage.
Fuel Induction System
Restrictions and dirty air cleaner.
Carbon build-up on floor of intake
manifold.
Ignition System
Coil capacity and polarity. Spark
plug condition, gop, and heat range,
ignition timing. Distributor condition.
Exhaust System
Bock pressure and leakage into the
intake system. Stuck heat control
valve.
Engine Starts and Runs for
Short Periods Only
Fuel System
Check fuel pump and fuel lines
from fuel tonk for intermittent or
constant restricting material or de-
fect.
Ignition System
Check for leaky condenser and coil
secondary. Check for faulty distribu-
tor contacts, ignition resistance wire,
ignition switch, and all connecting
wires including battery connections.
Induction System
Check air leaks which may be too
severe after choke enrichment is re-
duced.
Exhaust System and heat riser
Check exhaust system for restrictions.
Engine Runs but Mis-fires at
low Speed Only
Fuel System
Check for dirty passages and jets in
the idle circuit.
Ignition System
Check spark plug heat range end
gop.
Induction System
Check for intake manifold air leaks.
Check for air leaks from units con-
nected to intake manifold, such as
power brakes and automatic trans-
mission.
Va lves
Check for poor ~olve seating.
Engine Runs but Misses at
All Speeds
Fuel System
Dirt in carburetor or water in the
fuel system.
Ignition System.
Spark plugs, wiring, capacitor, coil,
and ignition system wiring. Ignition
switch or ignition resistance wire.
Valves
Poor valve seating - sticking valves
Cooling System
Coolant leak into intake sections or
cylinders
Camshaft
Worn lobes on camshaft.
Engine Rough Running at low Speeds
Ignition System
Spark plug gop and heat range.
Secondary system wiring, distribu-
tor points or capacitor.
Fuel System
Idle circuits dirty. Choke sticking. Air
leak below carburetor. Idle mixture
adjustment.
Cooling System
Coolant system leaks into intake
valve port or cylinder.
Valves
Poor valve seating.
Exhaust System
Exhaust leaks into intake passages.
Exhaust bock pressure.
Engine Power Not Up to Norma l
Valves
Valves not seating properly. Not
timed properly.
Rings
Rings worn, broken, not sealing.
Fuel System
Air cleaner restricted. Power mixture
not proper.
Ignition System
Coil capacity, polarity, and distribu-
tor point spacing. Ignition timing.
Exhaust System
Restriction causing bock pressure.
Cooling System.
Thermostat not permitting proper
operating temperature
Engine resistance, bearing and pis-
ton fit for oil clearance.

Rolling Resistance of Cor
Brakes dragging. Soft tires. Wheel
alignment. Wheel bearings. Clutch
or transmission slippage.
ENGINE REMOVAL
The engine is removed without the
transmission and bell housing.
On the Commando, Wagoneer and
Truck, the hood must be removed.
Mark the hinge locations at the hood
panel for alignment during installation.
Remove the hood from the hinges.
Remove the air cleaner assembly.
Drain the cooling system and dis-
connect the upper and lower radiator
hoses. If equipped with automatic
transmission, disconnect the cooler lines
from the radiator.
NOTE: II vehicle is equipped with o
rodiotor shroud, it is necessary to sep-
arate the shroud from the rodiotor to
facilitate removal ond installation of the
radiator ond engine fan.
Remove the radiator.
Remove the engine fan.
If so equipped, remove the power
steering pump and brocket assembly
and the drive belt from the engine and
place aside. Do not disconnect the
power steering hoses.
If equipped with air conditioning,
turn both service valves clockwise to the
front seated position. Bleed the com-
pressor refrigerant charge by slowly
loosening the service valve fittings. Dis-
connect the condenser and evaporator
lines from the compressor. Disconnect
the receiver outlet at the disconnect
coupling. Remove the condenser and
receiver assembly.
On CJ-5/CJ-6 and Commando re-
move the battery and troy.
On the Wagoneer and Truck, re-
move the charc:ool canister from the
firewall.
Disconnect all wires, lines, linkage
and hoses which are connected to the
engine.
If equipped with automatic trans-
mission, disconnect the transmission
filler tube bracket from the right cylin-
der head. Do not remove the filler tube
from the transmission.
Remove both engine front support
cushion to frame retaining nuts.
Support the weight of the engine
with o lifting device.
On CJ-5/CJ-6 and Commando, re-
V-8 ENGINE
304-360 Cubic Inch Displacement
move the transfer case shift lever boot,
floor mat (if so equipped) and trans-
mission access cover.
Remove the upper bolts securing the
transmission bell housing to the engine
adapter plate on vehicles equipped
w i t h automatic transmission. If
equipped with manual transmission,
remove the upper bolts securing the
clutch housing to the engine.
Disconnect the exhaust pipes at the
exhaust manifolds and support bracket.
Remove the starter motor.
Support the transmission with o floor
jack.
If equipped with automatic trans-
mission, remove the two engine adop-
ter plate inspection covers. Mark the
assembled position of the converter
and flex plate and remove the
converter to flex plate cap screws. Re-
move the remaining bolts securing the
transmission bell housing to the engine
adapter plate.
If equipped with manual transmis-
sion, remove the clutch housing lower
cover and the remaining bolts securing
the clutch housing to the engine.
Remove the engine by pulling up-
word and forward.
NOTE: II equipped with power
brakes, care must be token to ovoid
damaging the power unit while remov-
ing the engine.
ENGINE INSTALLATION
Lower the engine slowly into the
engine comportment and align with the
transmission bell housing (automatic
transmission) or clutch housing (manual
transmission). On manual transmissions,
make certain the clutch shaft is aligned
properly with the splines of the clutch
driven plate.
Install the transmission bell housing
to engine adopter plate bolts (auto-
matic transmission) or the clutch hous-
ing to engine bolts (manual transmis-
sion). Tighten the bolts to the specified
torque. Remove the floor jack which
was used to support the transmission.
If equipped with automatic trans-
mission, align the marks previously
mode on the converter and flex plate,
install the converter to flex plate cop
screws and tighten to the specified
torque.
Install the two engine adapter plate
inspection covers (automatic transmis-
1-B-3
sion) or the clutch housing lower cover
(manual transmission).
Install the starter motor.
Lower the engine onto the frame
supports, remove the lifting device and
install the front support cushion re-
taining nuts. Tighten the nuts to the
specified torque.
Connect the exhaust pipes at the
exhaust manifolds and support bracket.
If disconnected, connect the trans-
mission filler tube bracket to the right
cylinder head.
If removed, install the charcoal can-
ister to the firewall.
If removed, install the battery and
tray.
Connect all wires, lines, linkage and
hoses which were previously discon-
nected from the engine.
If removed, install the air condition-
ing condenser and receiver assembly.
Connect the receiver outlet to the dis-
connect coupling. Connect the con-
denser and evaporator lines to the
compressor. Purge the compressor of
air as outlined in the "AIR CONDI-
TIONING" section.
CAUTIO N: Both service valves must
be open before the air conditioning
system is operated.
If removed, install the power steer-
ing pump and brocket assembly and
the drive belt, tighten the belt to the
specified tension.
Install the engine fan and tighten
the retaining bolts to the specified
torque.
Install the radiator and connect the
upper and lower hoses. If equipped
with automatic transmission, connect
the cooler lines.
Fill the cooling system to the speci-
fied level.
Install the air cleaner assembly.
Start the engine. Check all con-
nections for leaks. Stop the engine.
If removed, install and align the
hood assembly.
If removed, install the transmission
access cover, floor mat and transfer
case shift lever boot.
ENGINE MOUNTING
Resilient rubber mounting cushions
support the engine and transmission at
three points. A cushion is located at
each side on the center line of the
engine with the rear supported by o
1-B- 4 V-8 ENGINE
304-360 Cubic Inch Displacement

cushion between the transmission ex-

tension housing and the engine rear
support crossmember.
Removal or replacement of any .' ()

cushion may be accomplished by sup- f... ~I

-~ A

~t~!~
porting the weight of the engine or
transmission at the area of the cush-

4~~
ion (Fig. 2).

INTAKE MANIFOLD
The cast iron intake manifold is de-
~/~"' <
"""'
signed to completely enclose and seal
the tappet area between the two
~ ,_ .... .....
cylinder heads. The intake manifold
contains coolant passages, o crankcase
ventilator passage, exhaust crossover
--~~;j<.r,
. ~ ..._/
passage and induction system passages
~ -:~
to uniformly distribute the fuel and air ~ ~-
mixture to the combustion chamber of
each cylinder. A one piece metal gas-
-----_ '0
---...... l71101
ket is used to seal the intake mani-
FIGURE 2 - Engine Front Mount ing - Typical A ll Series
fold to the cylinder heads and block.
It also serves as on oil splash baffle.
The left bore(s) of the carburetor ket surface of the block and cylinder CAUTION: Do not apply sealing
supply fuel -air mixture through pas- head, inspect each for a smooth and compound on head and block surfaces
sages in the intake manifold to num- flat surface w ith a straight edge. or allow sealer to enter cylinder.
bers I, 7, 4 and 6 cylinder intake Either surface must not have more
The cylinder head cap screws must
ports. The right bore supplies 3, 5, 2 than .008" maximum, .002" in 6",
be tightened in two steps following the
and 8. .001" in I" out of flatness.
sequence outlined in Figure 3.
The cylinder block has two locating
dowels on each bank to assist in align- CAUTION: The threads of the bolts
Removal ing the cylinder head and gasket dur- must be wire brushed prior to installa-
Removal of the intake manifold re- ing installation. tion as dirt will affect the torque read-
quires draining the coolant from the ings.
NOTE: The 304 CID engine utilizes
radiator core and disconnecting the
an aluminum coated embossed steel Initially tighten the screws evenly to
attached components from the mani-
gasket and the 360 CID engine utilizes 80 Foot Pounds, then tighten to the
fold as required.
an aluminum coated laminated steel specified torque. Refer to the Specifi-
and asbestos gasket. Neither type gas- cations pages.
Inst allation ket requires retorqueing.
When insta lling the intake manifold, ROCKER ARM ASSEMBLY
Apply a thin even coat of "Perfect
always use a new gasket and seals.
Seal" Sealing Compound, or equiva- Individually mounted rocker arms
The mating surfaces must be clean
lent to both sides of the cylinder head consisting of a rocker arm retaining
and free of burrs.
gaskets. stud, rocker arm pivot boll, rocker
Apply "Perfect Seal" Compound,
The gasket is marked "TOP." arm, and retaining nut operate each
Part Number 8990973, to both sides
of the metal gasket and the rubber
end seals. Position the gasket in place
and a lign the two locators at the rear
of the gasket into the locating holes in
the rear of the cylinder heads. Hold
G) 0 0 0
0 0 0
l~
the gasket in place at the rear while
aligning the front locators. Install the
two end seals and apply "Perfect
Seal" to the seal ends. Install the in-
take manifold and tighten the bolts
?
evenly to the specified torque.
@ o0 0 0 0 0o 0
CYLINDER HEAD AND GASKET l70017

After thoroughly cleaning the gas- FIGURE 3 - Cylinder Head Bolt "(orque Tig htening Sequence Chart

valve as shown in Figure 9.
The rocker arm retaining studs ore
threaded into the cylinder head. The
threads ore designed to cause on inter-
ference fit; therefore, core must be
token that replacement studs ore ill-
stalled until the hexagon head is flush
with the cylinder head and then tight-
ened to the specified torque.
IMPORT ANT: Prior to installing rocker
arm studs the threads must be lubri-
cated with high pressure or Molydisul-
fide grease Part No. 8992356.
The push rods ore hollow and serve
as oil galleries to lubricate each in-
dividual rocker arm assembly. Prior to
installation, the push rods should be
cleaned thoroughly and inspected for
wear and deposits which may restrict
the flow of oil to the rocker arm assem-
blies.
CAUTION: All valve train compo-
nents must be replaced in their original
locations and operating positions. (Fig.
4.)
The push rods also serve as guides
to maintain correct rocker arm to valve
stem relationship, therefore, o pattern
on the push rods, where they contact
the cylinder head, is normal.
When installing the rocker arm re-
taining stud nuts, it is important that
they ore bottomed and tightened to
the specified torque.
Lubrication to each individual rocker
arm assembly is supplied by the cor-
responding hydraulic valve tappet
(Fig. 5).
A metering system located in each
tappet consists of o stepped lower
surface on the push rod cop that con-
tacts a flat plate causing o restriction.
The restriction meters the amount of
oil flow through the push rod cop,
hollow push rod and the upper valve
train components.
A loss of lubrication to the rocker
FIGURE 4 - Valve Train Components in Operational Order- One
Bank Shown
V-8 ENGINE
304-360 Cubic Inch Displacement
arm assembly could be caused by o
restricted or plugged push rod or a
defective hydraulic tappet.
Lubricotion Supply to Push Rod
67021
FIGURE 5 - Hydraulic Tappet
Identification
VALVES
Valve Springs
Whenever valve springs are re-
moved, they should be tested accord-
ing to specifications. Use Valve Spring
Tester Tool C-647 and replace all
springs not w ithin specifications (Fig. 6).
FIGURE 6 - Valve Spring Tester
C-647
The valve spring retainer assembly
serves the purpose of holding the valve
and spring together.
The half conical shaped valve locks
con be removed after compressing the
spring.
66419
1-8 -5
CAUTION: Do not over compress the
valve springs as damage to the oil
deflector may occur.
It is not necessary to remove the
cylinder head in order to remove o
valve spring. Remove the spark plug
from the cylinder that requires o valve
spring replacement and insert o 14
mm. thread size adapter.
NOTE: The adopter con be mode
from the body of o spark plug from
which the porcelain hos been removed
ond an air hose connection threaded
into the body of the spork plug.
Maintain air pressure above 90 PSI
in the cylinder while the valve spring
is being removed. The air pressure
will hold the valve against the valve
seat so that the valve lock and the
upper retainer can be removed (Fig.
8).
IMPORTANT: The valve springs must
be installed with the close coiled end
facing the cylinder heod.
Valve Refacing
The intake valves ore faced to o
29 angle and the exhaust valves to a
44}1, 0 angle. Valves may be refoced
until remaining margin is down to 1 / 32";
then the valve must be replaced.
The valve stem tip con be resurfaced
and rechomfered when worn. How-
ever, never remove more than .010".
Correct and incorrect valve refacing
is shown in Figure 10.
Refoce the valve seats to the follow-
ing specifications:
Intake .................. 30
Exhaust . . . . . . . . . . . . . . . . . 45
Valve Seat Width
Intake . . . . . . . . . . . .040"-.060"
Exhaust . . . . . . . . . . .040"-.060"
Narrowing stones should be used
to obtain the proper seat widths when
required.
Control seat run-out to o maximum
of .0025". (Fig. 11 ).
Valve Stem to Guide
Clearance
The valve stem to guide clearance
is .00 1" to .003" for both intake and
exhaust valves.
Valve stem to guide clearance may
be checked by two common methods,
 1-8-6 V-8 ENGINE
304-360 Cubic Inch Disp lacement

Exhaust

65127

FIGURE 11 - Checking Valve Seat

Runout
Intake
FIGURE 7 - Valve Arrangement
Retaining
A . /Nut
~ RockerArm
V PivotBall

Retaining Stud ~ Rocker

Va lve --Arm
Lacks
Pulh Rad

Auembly

FIGURE 12- Checking Va lve Stem to

Guide Clearance
Valve - - l ! l

"""" ~ The valve guides are an integral

67061
FIGURE 8 - Valve Spring Removal a nd
Installation with Tool J-22534
one is by measuring the valve stem
and guide. The valve stem con be
measured with o caliper micrometer
and the guide measured with a cali-
brated pilot supplied with valve grind-
ing equipment or by tool companies.
By subtracting the diameter of the
valve stem from the size of the pilot
selected to snugly fit in the valve guide,
the oil clearance con be computed.
part of the cylinder head and are not
replaceable.
Therefore, when the stem to guide
clearance is excessive, the valve guides
must be reamed to the next larger size
so that proper clearance con be ob-
tained. Oversize service valves ore
available in .003", .015" and .030".
The following oversize valve guide
reamers may be used.
170011
J-6042-1 .003"
FIGURE 9- Valve, Push Rod, a nd C-3430 .015"
Tappet Assembly Sequence C-3427 .030''
IMPORTANT: Valve guides must be
reamed in steps. Starting with the .003"
O.S. reamer and progressing to the size
required.

NOTE: The exhaust valve stem is
tapered .OOOS'-.(X)l" with its diameter
being smaller at the valve head.
Valve guide clearance may also be
checked by using a dial indicator to
measure the lateral movement of the
valve stem with the valve installed in is
guide and off the valve seat (Figure
12).
U.rrect Valve Facing
Na Margin
Incorrect Valve Facing
FIGURE 10- Correct Va lve Refacing
Hydraulic Va lve Tappets
The hydraulic valve tappet consists
of o body, plunger, plunger return
spring, check valve assembly, meter-
ing disc, plunger cap, and lock ring
(Fig. 13).
The tappet operates in a guide bore
70723
and receives oil under pressure from
the adjoining oil gallery.

Lock Ring~
Push Rod Socket 0:\
and Plunger Cop ~
Metering Disc --Q
Plunger
~-
, ' \ Va lve
\Seat
t Valve . Q
Va lve~
Spring 6 Charging Cycle
Valve . . 8
I Retainer
Plunger~_
Return
Spring
Tappet Body I '
\__~)
l70005
FIGURE 13- Hydraulic Tappet
Assembly (Typical)
When the tappet is on the heel of
the com lobe, the plunger return spring
indexes on oil hole undercut in the
plunger and allows the oil supply
to be admitted through the tappet
body. Oil under pressure flows into.the
body through the check valve assem-
bly maintaining the tappet fully
charged (Fig. 14). This cycle of opera-
tion occurs when the tappet leaks off
some oil during the normal valve
opening events. Contact with the com
lobe causes tappet body movement,
closing the check valve and transmit-
ting "zero-lash" movement of the push
rod to open the intake or exhaust
valve.
NOTE: Oil under pressure in the
plunger also flows through the meter-
ing disc, plunger cop, and hollow push
rod to the rocker arm assembly.
The valve tappets should be cleaned
and serviced at time of engine over-
haul or whenever excessive noise
exists.
When removing the tappets they
must be kept in o n order that will en-
sure replacement in their respective
operating bores. Keep each hydraulic
tappet component group by itself dur-
ing disassembly as all components ore
V-8 ENGINE
304-360 Cubic Inch Displacement
leak Down Cycle
(Valve Closed) (Valve Open)
l70006
FIGURE 14- Hydraulic Tappet
Operation Cycle
select fitted in manufacturing. Only
complete tappet assemblies are sup-
plied for service replacements.
The hydraulic tappet components
should be cleaned in a solvent to re-
move all varnish or gum deposits.
A visual inspection of each tappet
is necessary. This inspection should in-
clude inspecting for signs of scuffing
on the barrel and face of the tappet.
Each tappet face should be inspected
for wear as shown in Figure 15. If the
tappet face is concave the correspond-
ing lobe on the camshaft is worn, and
the replacement of the camshaft and
tappets is necessary.
Check for -..onaJYI'
Wear on Face of
Tappet Using
Tappet for
Straight Edge
68126
FIGURE 15- Checking Tappet Face
for Concave Wear
1-8-7
After clea ning and inspecting the
tappet must be "leak-down" tested to
ensure its "zero-lash" operating ability.
Valve Tappet Test Oil, J-5286 should
be used for this test.
Figure 16 illustrates Tool J-5790
used to accurately test tappet "leak-
down" by filling the body with Valve
Tappet Test O il, J-5286 and then in-
stalling the plunger return spring,
plunger assembly, metering disc, and
plunger cap. Do not install snap ring
for test.
Place a .312"-.313" diameter boll
bearing in the plunger cop. Place the
tester push rod on the boll bearing.
Adjust the tester gouge on the start
position and allow the weighted arm
to "leak down" tappet.
FIGURE 16- Testing Valve Tappet
" leak-Down" with J-5790
If the tappet leaks down rapidly or
collapses immediately, it must be re-
placed with a complete new tappet
assembly. The normal tappet will toke
approximately 20-110 seconds to
"leak-down" using Valve Tappet Test
Oil, J-5286 with a 50 lb. load, travel
of .125". After testing tappets, they
should be pre-lubricated and assem-
bled in the engine without on oil
charge. They will normally charge
themselves in 3 to 8 minutes of engine
operation.
IMPORTANT: Pre-lubricate new com-
shaft, tappets ond valve train compo-
nents with Engine Oil Supplement, and
pour remainder of contents into crank-
case. The E.O.S. must remain in the
engine for ot least 1000 miles ond need
not be drained until the next oil change
interval.
 1-8-8 V-8 ENGINE
304-360 Cubic Inch Displacement

Tappet Noise
A loud clicking noise is usually the
result of the plunger stuck below its
operating position or a check valve
held open. A light clicking noise at idle
is usually the result of excessive "leak-
down" caused by wear or slight leak-
age at the check valve and its seat.
An intermittent noise is the result of
dirt or chips stopping the check valve
action or a lock of oil flow into the
body. A general tappet noise is, in
most cases, due to a lock of oil volume,
pressure or aeration.
A clicking noise, upon starting the
engine, reducing in level and disap-
pearing after a short period of time
is normal. This noise is due to a slight
oil leak-down condition caused by
valve spring pressure exerted on the
tappets.
An excess of minus .006" from the Drive the secl into cover bore with
specified dimensions indicates o defec- Seal Installer Tool J-22533 until seal
tive com. contacts outer flange of cover (fig. 19).
TIMING CHAIN COVER
The timing chain cover is a die cost-
ing incorporating on oil seal at the
vibration damper hub.
The crankshaft front oil seal is in-
stalled from the bock side of the
cover, therefore, it is necessary to re-
move the cover when replacement of
the seal is required.
Prior to removing the cover, drain
the cooling system and remove lower
radiator hose and by-pass hose from
cover. Remove distributor, fuel pump,
alternator drive belts, fan and hub
assembly, accessory drive pulley and
vibration damper using J-21791 Puller.
(Fig. 35).

NOTE: It is not necessary to discon-

Cam lift
nect power steering hoses or discharge
Com lift is a function of camshaft the air conditioning system if so
lobe dimensions. equipped. Remove the units from their
Com lift may be checked with the mounting locations and place aside.
use of o dial indicator installed on
Remove the two front oil pan bolts
the end of the push rod (Fig. 17).
and the 8, e/1 / ' hexagon head bolts
retaining the cover to cylinder block.
Remove the cover by pulling forward
until free of the locating dowel pins.
Remove the original seal. Clean the
seal bore and gasket surface of the
cover.
Prior to installation of the replace-
ment seal, place a light film of "Per-
fect Seal" or equivalent to the outer
surface and a film of "lubriplote" or
equivalent on the seal lips.
FIGURE 19- Installing Timing
Cha in Cover O il Seal with J-22533
Prior to installation of the cover, re-
move the lower dowel pin from the
cylinder block.
IMPORT ANT: The dowel pin is re-
quired for correct cover alignment and
must be either reused or a replacement
dowel installed after the cover is in
position.
Using a sharp knife or razor blade,
cut the oil pan gasket flush with the
cylinder block on both sides of the
oil pan.

67022 ,y-,1~~,.,.... Timing Chain Caver

FIGURE 17 - Installation of Dial Timing Chain Vibration Damper
Caver Gasket - - - .
Indicator for Checking Valve
Timing or Cam lift
To check com lift, remove the rocker
arm assembly and install a dial indi-
cator in position. A p iece of rubber
tubing may be used to secure the dial
indicator plunger to the push rod.
Rotate the crankshaft until the com
lobe bose circle (push rod down) is
under the valve tappet. Set the dial
/ /
indicator at zero and rotate the crank-
shaft to o point where maximum up-
word movement of the push rod occurs.
Read the travel at the dial indicator. ll0019

Refer to Specifications for correct di-

mensions. FIGURE 18 - Disassembled View. Timing Chain Cover Assembly

Cut corresponding pieces of gasket
from the replacement oil pan gasket
set. Cement the gasket to the cover.
Install the replacement front "Neo-
prene" oil pan seal into the cover and
align the cork gasket tabs with the
pan seal.
Apply a strip of "Permotex #'2" or
equivalent to both cut-off oil pan
gaskets at the oil pan to cylinder block
location.
Place the cover into position, install
the oil pan bolts into the cover.
NOTE: The 8, 9 / 16" cover bolls are of
different lengths and must be installed in
the same location from which they were
originally removed.
Tighten evenly and slowly until cover
aligns with the upper dowel. The cover
should now be in the correct position.
Install the lower dowel through the
cover and drive dowel into correspond-
ing hole in the cylinder block. Install
the cover to cylinder block bolts.
Tighten to the specified torque.
Adjust ignition timing to specifica-
tion, check engine for oil or coolant
leaks.
CAMSHAFT IDENTIFICATION
Camshafts have no paint markings
except for those installed in California
engines. The California camshafts ore
identified by blue point marks between
the number 4 and 5 camshaft bearings.
Camshaft and Bearings
The camshaft is supported by five
steel-shelled, Babbitt-lined bearings
which hove been pressed into the
block and line reamed. The camshaft
bearings are step bored, being larger
at the front bearing than at the rear
to permit easy removal and installa-
tion of the camshaft. All camshaft
bearings are lubricated under pres-
sure.
The oil lubrication is supplied
through connecting drilled passages
from the right bank tappet oil gallery.
Camshaft oil clearance is .001" to
.003".
Camshaft com heels should not run-
out over .001" on base circle when
gauged between two adjacent cam-
shaft bearings.
Camshaft End Play
Camshaft end play is maintained by
V-8 ENGINE 1-B-9
304-360 Cubic Inch Displacement
the load placed on the camshaft by the not be removed until the next oil change
oil pump and distributor drive gear. interval.
The helical cut of the gear holds the
camshaft sprocket thrust face against Valve Timing
the cylinder block face. Therefore,
The correct valve timing is estab-
camshaft end play is zero during en-
lished by the relation between the
gine operation.
sprocket on the camshaft and the
sprocket on the crankshaft.
Camshaft Removal
To obtain the correct valve timing,
Disconnect battery cable. index the "0" marks on camshaft and
Disconnect transmission cooler lines crankshaft sprockets on a line drawn
at radiator if so equipped. vertically through the center line of
Drain radiator and both bonks of each shaft (Fig. '20).
the cylinder block.
Remove lower hose at radiator, by-
pass hose at pump, thermostat housing
and radiator.
Remove distributor, wires, and coil
from manifold.
Remove intake manifold as on as-
sembly.
Remove cylinder head covers, rocker
arms, and push rods.
Remove hydraulic valve tappets.
Refer to "Hydraulic Tappets."
NOTE: It is not necessary to discon-
nect power steering hoses or discharge
the air conditioning system if so
equipped. Remove the units from their
mounting locations and place aside.
Remove fan and hub assembly, fuel
pump, and heater hose at water pump.
Remove alternator and brocket as
70003
on assembly; move aside, do not dis-
connect wiring.
FIGURE 20 - Properly Installed
Remove crankshaft pulley and Timing Chain Assembly
damper, and lower radiator hose at
water pump.
To check the assembly, rotate the
Remove timing chain cover, distribu-
crankshaft until the timing mark on
tor-oil pump drive gear, fuel pump
camshaft sprocket is on a horizontal
eccentric, sprockets and chain.
line at the 3 o'clock position. Begin
On CJ-5/CJ-6 and Commando, re-
count of pins with the pin that aligns
move the hood catch support.
directly across from camshaft sprocket
Remove camshaft carefully to pre-
timing mark. There should be '20 pins
vent damage to camshaft bearings.
down to the crankshaft sprocket timing
When assembling, refer to ''Timing
mark. The crankshaft sprocket timing
Chain Cover" for timing chain and
mark must be between the twentieth
cover installation procedure.
and twenty-first pins. (Fig. '21 ).
Adjust belt tension to specifications,
To make on external check of valve
fill cooling system to correct level and
timing, remove the cylinder head cov-
check for possible leaks.
ers and spark plugs. Cronk the engine
IMPORT ANT: Pre-lubricate new cam- until No. 6 piston is on T.D.C. on com-
shaft, tappets and valve train compo- pression stroke. This places No. 1 piston
nents with Engine Oil Supplement, and on T.D.C. on the exhaust stroke valve
pour remainder of contents into crank- overlap position. Rotate the crankshaft
case. The E.O.S. must remain in the en- counterclockwise 90 (viewed from
gine for at least 1000 miles and need front).
1-8 - 10 V-8 ENGINE
304-360 Cubic Inch Displacement

the thrust side of the piston. To in- piston pin remover and an arbor press.
sure proper installation of the piston Use Tool J-21872.
in the bore, notches ore cost in the The piston is placed on the remover
piston top. These notches must face to support so that the pin will enter the
the front of the engine. support when pressed out with the
Pistons con be identified by measur- piloted driver (Fig. 23).
ing the piston diameter, which differs
in each case. However, the pistons con
be more readily identified by the
Jeep part number, which is stamped
on the outside of the piston skirts.

Piston Fitting
Pistons ore fitted to their respective
bores by measuring the inside diam-
eter of the cylinder bore and the diam-
eter of the piston.
Pistons ore cam ground and, there-
fore must be measured at right an-
gles and at the centerline to the piston
pin as shown in Figure 22.
FIGURE 21 - link Count Position

_~ Diameter _ }
Install a dial indicator on the No. 1 3.328" 1st and 2nd
intake valve rocker arm push rod end. Groove 304 CID
Set dial indicator to zero. Cronk
the engine slowly in the direction of
rotation (clockwise) until the dial indi-
cator reads .020'', at this point, the
--- 3.339" Diameter
3.329" 3rd Groove -
65101
milled timing mark on the vibration
FIGURE 23 - Removing or Installing
damper should be in line with the
Piston Pin J-21872 Shown
T.D.C. or zero marking on the timing
chain cover.
If the mark is more than }'1" from To install the piston pin, place the
TDC in either direction, remove the tim- piston pin pilot in the support and in-
ing chain cover and inspect timing sert piston and connecting rod. This
.1895 aligns the piston and connecting rod

chain installation.
A worn timing chain will adversely
affect valve timing. If the chain de-
flects more than }'1", it should be re-
placed.
OIL PAN REMOVAL
Remove starter.
Drain oil, remove pan.
PISTONS
Aluminum alloy "Autothermic" Pis-
tons, steel reinforced for strength and
controlled expansion ore used. The
ring belt area provides for three piston
rings, two compression and one o il con-
trol ring above the piston pin.
The pistons ore removed from the
top of cylinder bore after removing
ring ridge.
The piston pin boss is "offset" from
the piston center line to place it nearer
0
.i88
' - - - - - - - - - T h i s Area for rrtting
1.70001
FIGURE 22 - Piston Measurements
The difference between bore d iam-
eter and piston diameter dimensions
is the piston to bore clearance.
The piston to bore clearance specifi-
cations are listed on the Specifications
poges.
Piston Pins
The piston pins ore a press fit (2000
lbs.) into the connecting rod, thus re-
quiring no locking device.
The piston pin is removed with a
piston pin bores. Press the piston pin
into the connecting rod and piston as-
sembly until the lower pilot enters the
support and the index mark on the
pilot is located at the lower edge of
the gauge window. At this point, the
connecting rod is centered on the
piston pin. A plus or minus 1/ 32" is
allowed for centering the piston p in to
connecting rod.
The piston pin to piston pin bore
clearance is .0003" to .0005" at room
temperature. When fitting the pin, with
all ports dry and free of nicks and
burrs, the pin must not support its
weight in a vertical position over its
entire length in either of the bores.
Cylinder Bores
Inspect cylinder bores for scoring,
toper, and out of round. The cylinder
bores are checked with an inside mi-

crometer or telescope gouge from the
top to the bottom for taper and from
parallel to the connecting rod journals
to right angles to the connecting rod
journals for out of round.
If cylinder toper does not exceed
.005" and out of round does not ex-
ceed .003", the cylinder bore may be
trued by honing.
Prior to fitting pistons, the trued
bores must be measured for size. This
diameter measurement should be taken
2s/ta" from the top of the cylinder
bore.
PISTON RINGS
Checking Ring Side
Clearance
Before assembling the rings to the
piston, carbon must be cleaned from
all ring grooves. The oil drain open-
ings in the oil ring grooves and pin
boss must also be cleared. Core must
be exercised not to remove metal from
the ring grooves since that will change
the depth; nor from the lands since
that will change the ring groove clear-
once and destroy ring to land seating.
Side clearance between land and
piston ring should be as listed on the
Specifications pages.
Roll the ring around the groove in
which it is to operate. It must fit freely
at all points (Fig. 24).
FIGURE 24 - Checking Ring Side
Clearance
Checking Ring Gap Clearance
Piston ring gop or joint clearance
is measured at the bottom of the cylin-
der near the end of the ring travel
V-8 ENGINE 1-B - 11
304-360 Cubic Inch Displacement
area (Fig. 25). To square the ring in Compression rings must be installed
the bore for checking joint clearance, on the pistons with o ring installing
place the ring in the bore. Then with tool to prevent distortion and ring
an inverted piston, push the ring breakage (Fig. 27).
down near the lower end of the ring
travel area.
660M
66378 FIGURE 27 - Insta lling Compression
FIGURE 25 - Checking Ring Gap Rings
Clearance
Ring Gap Positioning
When other than standard ring sizes Prior to installing the piston and
ore used, rings should be individually connecting rod assemblies into the en-
fitted to their respective bores to obtain gine, the piston ring gaps ore to be
the specified gop clearance. arranged so that the # 1 compression
ring is 180 from the #2 compression
Ring Installation ring gop. The oil control ring spacer
expander gop is to be installed at
Removal of gloze from the cylinder
least 90 from the #2 compression
wall for quicker ring seating con be
ring gap. The oil control rail gaps are
accomplished by various methods.
to be installed 90 from the expander
When on expanding type hone is used, gap with at least 30 between each
do not use more than ten strokes (each rail gop (Fig. 28).
stroke down and return) to recondition
o cylinder wall.
Successful ring installation depends
upon cleanliness during the honing
operation or when handling ports. The
engine bearings and lubrication sys-
tem must be protected from abrasives.
Rigid type hones ore not to be used
to remove cylinder gloze as there is
always a slight amount of toper in
cylinder walls after the engine has
been in service.
After removing the cylinder gloze,
install the rings on the pistons. Install
the oil control rings first. Compression
rings ore marked to designate top of
ring. Typical compression ring mark-
ings ore shown in Figure 26.
L70009
Squirt Hole - Inboard
FIGURE 26- Typ ical Piston Ring 68279
Markings FIGURE 28 - Piston Ring Sequence
1-B-12 V-8 ENGINE
304-360 Cubic Inch Disp lacement

CONNECTING RODS Connecting Rod Alignment the cap to torque specifications to

The connecting rods are stamped
with the cylinder numbers in which
they ore assembled. The numbers ore
opposite the squirt holes and face
the outside of the cylinder in which
they ore located.
The connecting rod squirt holes in
one bonk lubricate the cylinders in the
opposite bonk.
The connecting rod squirt holes ore
located in the porting surface of the
bearing cop (Fig. 29).
Rod And
Cylinder
Numbers
To
Outside
FIG URE 29 - Connecting Rod
Numbering a nd Squirt Hole Location
Assemble the connecting rod and
piston with the notch in the piston to
the front of the engine (Fig. 28). Cylin-
der numbers should be toward the out-
side of the cylinder in which they ore
installed.
The cylinders ore numbered from
front to rear 1,3,5,7 in the left bonk
2,4,6,8 in the right bonk.
Two connecting rods are mounted
side by side on each connecting rod
journal. Side clearance is checked with
a feeler gauge as shown in Figure 30.
Whenever new rings ore installed
or piston pins are replaced, it is neces-
sary to inspect the alignment of the
connecting rods and pistons, as assem-
blies, to ensure true operation in the
cylinder bore.
Misaligned rods will cause uneven
piston and ring wear which will result
in oil consumption. The connecting rods
should be inspected for a twisted or
bent condition.
Connecting Rod Bearings
The connecting rod bearings ore
steel-backed sintered copper lead a l-
loy precision type.
Each bearing is select fit to the
connecting rod journal to obtain the
desired operating clearance.
To obtain this select fit, the use of
individually sized upper and lower
bearing inserts is necessary.
In production, color coding is used
to identify bearing insert sizes as
shown in the CONNECTING ROD
BEARING FITIING CHART.
When required, two different sizes
are used as a poir, it is, therefore,
possible to have a standard bearing
insert and a .001" undersize (U.S.)
bearing insert used as o pair.
CAUTION: Never use bearing in-
serts with greater than .001" difference
in size, in pairs.
Example:
Correct Incorrect
Upper- Std. Upper-Std.
Lower-.001" U.S. Lower-.002" U.S.
Connecting rod bearings are avail-
able in poirs from service in standard,
.001" U.S., .002" U.S., .010" U.S., and
.012" u.s.
To determine the amount of bearing
clearance, place a piece of Plostigoge
on the bearing cap insert. Then tighten
compress the gouge. Remove the bea r-
ing cop and calibrate the width of the
Plostigage with the scale furnished
(Fig. 3 1).
FIGURE 31 - Checking Bearing
Clearance with Plastigage
The correct undersize and/or stand-
ard bearing insert should be installed
to adjust bearing clearance to speci-
fied limits.
The bearing insert, nearest to stand-
ard, should always be installed in the
rod or upper location.
CAUTIO N: Never file a connecting
rod or cop to odust bearing clearance.
Refer to the Connecting Rod Bearing
Fitting Chart for the diameter of the
connecting rod journals of individual
engines.
It is important that the connecting
rod bearing cap bolt nuts be tightened
to the specified torque. Refer to the
Specifications pages.
Checking Connecting Rod
Journal Diameter Using a
Micrometer
When a micrometer is used to de-
termine journal diameter, the follow-
ing chart may be used to select the
correct bearing inserts (upper and
lower) to arrive at the specified oil
clearance.
CRANKSHAFT
The crankshaft is counterweighted
and balanced independently.

CONNECTING ROD BEARING FITTING CHART

Diameter Of Upper Color lower Color

Rod Journal Bearing Code Bearing Code
2.0955"-2.0948" Standard Yellow Standard Yellow
2.0948"-2.0941" Standard Yellow .001" u.s. Block
2.0941 "-2.0934" .001" U.S. Block .001" U.S. Block
FIGURE 30 - Checking Connecting
Rod Side Cleara nce 2.0855"-2.0848" .010" u.s. Red .010" U.S. Red

There are five main bearings and
four connecting rod journals. The end
thrust is controlled by the number
three main bearing.
The rear main bearing oil seal is
protected from excessive oil by a
slinger which is machined as part of
the crankshaft.
The component parts of the crank-
shaft assembly are individually bal-
anced, and then the complete assembly
is balanced as a unit.
IMPORT ANT: On automatic transmis-
sion equipped engines, the torque con-
verter and converter flexplote must be
marked prior to removal and instofled
in this position upon assembly.
Service replacement dampers, crank-
shafts, flywheels, torque converters,
flexplates and clutch components are
balanced individually and, therefore,
may be replaced without rebalancing
the complete assembly.
Crankshaft Main Bearings
Main bearings ore of the precision
type having a steel bock with a sin-
tered copper lead alloy bearing ma-
terial.
Each bearing is select fit to the main
bearing journal to obtain the desired
operating clearance.
To obtain this select fit, the use
of individually sized upper and lower
bearing inserts is necessary.
In production, color coding is used
to identify bearing insert sizes as
shown in the CRANKSHAFT BEARING
FITIING CHART.
When required, two different sizes
ore used in pairs. Therefore, it is pos-
sible to have a standard bearing insert
and a .001" U.S. bearing insert used
as a pair.
CAUTION: Never use bearing in-
CRANKSHAFT BEARING FITTING CHART
Diameter Of Upper
Main Journal Bearing
2.7489"-2.7484" Standard
2.7484"-2.7479" Standard
2.7479"-2.747 4" .001" U.S.
2.747 4"-2.7469" .001" U.S.
2.7389"-2.7384" .010" U.S.
V-8 ENGINE 1-B -13
304-360 Cubic Inch Displacement
serfs with greater than .007" difference keep afl the main bearings tight except
in size in pairs. the one being checked. Support the
weight of the crankshaft with a jack.
Example:
Remove the bearing cap and wipe
Correct Incorrect
\
the oil from the bearing insert.
Upper- Std. Upper- Std.
Place a piece of Plostigoge across
lower-.001" U.S. lower- .002" U.S.
the full width of the bearing insert.
Install the bearing cop and tighten
Main bea rings ore available in pairs
to the specified torque. Then remove
from service in standard, .001'' U.S.,
the bearing cop and with the gradu-
.002" U.S., .010" U.S., and .012" U.S.
ated scale, which is printed on the
The correct undersize and/or stand-
plostigoge envelope, measure the
ard bearing inserts should be installed
width of the flattened Plostigoge at its
to obtain the specified bearing clear-
widest point. The number within the
ance.
graduation indicates the clearance in
The bearing insert, nearest to stand-
thousandths of on inch (Fig. 32). Install
ard, should always be installed in the
the proper size bearing inserts to bring
upper location.
the clearance to specifications.
CAUTION: Never fife a main bearing
cap to adjust bearing clearance.
The main bearing journal diameters
ore listed on the Specifications pages.
To replace the upper half of a bear-
ing, remove the bearing cop of the
bearing to be replaced. Then loosen
all of the other bearing caps and in-
sert a small pin about 7'2" long in the 6(}291
crankshaft oil hole. The head of this
pin should be large enough so that it FIG URE 32 - Checking Main Bea ring
will not fall into the oil hole, yet thin- Clea rance With Plastigage
ner than the thickness of the bearing.
With the pin in place, rotate the Checking Main Bearing Journal
shaft so that the upper bearing insert Using a Micrometer
will rotate in the direction of the lo-
cating tongue on the bearing. If a micrometer is used to determine
journal diameter, the CRANKSHAFT
BEARING FITIING CHART may be
Crankshaft Main Bearing
used to select the correct bearing in-
Clearance serts (upper and lower) to arrive at
Main bearing clearance may be ac- the specified oil clearance.
curately checked by the use of Plasti-
gage. Crankshaft End Play
The crankshaft end play is controlled
NOTE: when checking bearing clear-
by the No. 3 main bearing insert which
once, with the engine in such o position
is flanged for this purpose.
that the bearing cops support the
weight of the crankshaft and flywheel, IMPORT ANT: When replacing the
No. 3 bearing inserts pry the crank
shaft fore and oft to align the thrust
faces of the bearings. Tighten cap bolts
to the specified torque.
Color Lower Color To check this clearance, attach a
Code Bearing Code dial indicator to the crankcase and
pry the shaft fore and aft with a
Yellow Standard Yellow screwdriver (Fig. 33).
Yellow .001" u.s. Block
Block .001" U.S . Black REAR MAIN BEARI NG O IL
Black .002" U.S. Red SEALS
Red .010" u.s. Green The rear main bearing area utilizes
1-8 - 14
FIGURE 33 -Checking Crankshaft End Play
FIGURE 34- Rear Main Oil Seal
a nd Cap Installation
two seals to effectively seal the rear
of the crankshaft and the rear of the
oil pan. The crankshaft seal is com-
posed of o two piece neoprene single
lip seal which includes on upper and
lower portion.
The oil pan rear surface is sealed
by the use of o neoprene seal which
seals the entire radius of the rear main
cop (Fig. 34).
Correct installation of the rear main
oil seals will ensure o leak free area.
Remove engine oil pan, scrape all
gasket surfaces clean.
Remove rear main bearing cop. Re-
move original seals and discord.
IMPORTANT: To ensure leak free
operation, both the upper and lowet
seal halves must be replaced.
Clean main bearing cop thoroughly,
removing all sealer.
V-8 ENGINE
304-360 Cubic Inch Displacement
cylinder block; coot the end of each
gasket tongue, joint of the tongue and
front neoprene seal with "Permotex"
#2 or equivalent before installing.
Coot oil pan rear seal with soap.
Place into the recess of the rear main
cop making certain that the seal is
firmly and evenly seated.
Insta ll the oil pan.
VIBRATION DAMPER
The vibration damper is balanced
independently and then rebalanced as
port of the complete crankshaft as-
sembly.
Do not attempt to duplicate balance
holes present in original damper when
installing o replacement damper.
Figure 35 illustrates vibration
damper removal with Tool J-21791.
loosen all remaining main bearing
cop screws.
With o brass drift and hammer, top
the upper seal until sufficient seal is
protruding to permit pulling the seal
out completely. Wipe the seal surface
of the crankshaft clean, then oil lightly.
NOTE: The seal surface of the crank-
shaft is knurled to prevent leakage, and
no attempt should be made to remove
this finish. FIGURE 35 - Removing Vibration
Coot the block surface of the upper Damper Assembly with Tool
seal with soap and the lip of the seal J-21791
with engine oil. Install upper seal into The vibration damper is serviced as
cylinder block. o complete assembly.
Tighten the vibration damper to the
CAUTION: Lip of seal must face to
specified torque.
the front of the engine.
A loose vibration damper or dam-
Coot the cop and cylinder block age to the damper cushion may be mis-
mating surface portion of the seal with diagnosed as loose engine bearings.
"Permotex" #2 or equivalent, being
careful not to apply sealer on lip of
the seal.
Coot the back surface of the lower
seal with soap, and the lip of the seal
with engine oil. Place seal into cop
seating it firmly.
Place "Permotex" #2 or equivalent
on bath chamfered edges of the rear
main bearing cop. Install bearing in-
serts and cop. Tighten bearing cop
screws to the specified torque.
IMPORT ANT: Check and tighten re-
maining main bearing cop screws to
67024
the specified torque.
FIGURE 36 - Vibration Damper
Cement the oil pan gaskets to the Assembly and Ignition Timing
 V-8 ENGINE 1-8-15
304-360 Cubic Inch Displacement

FLYWHEEL AND STARTER tion of the oil pump cover. (Do not use sage in the pump cover to the inlet
RING GEAR ASSEMBLY grease of any type.) side of the pump (Fig. 40).

With the exception of the ring gear

O il Pressure Relief Valve lubrication Circuits
used with the automatic transmission
which is welded to and balanced as The oil pressure relief valve is not O il pressure is supplied by o gear
part of the converter flex plate, the ad justable. A setting of 75 pounds type positive pressure pump, which is
starter ring gear con be replaced. maximum pressure is built into the port of the timing chain cover as
Place the flywheel in on arbor press tension of the spring (Fig. 37). shown in Figure 37.
with steel blocks equally spaced In the relieved position, the valve O il is drown from the sump area of
around the gear and press the fly- permits oil to bypass through a pas- the oil pan through a tube and screen
wheel through, or break the ring gear
w ith a chisel.
To install the new starter ring gear,
first apply heat to expand the inside
d iameter so that it can be pressed
over the flywheel.
On manual transmission equipped
vehicles, the flywheel is balanced as on Timing
individual component and also as part Chain
Cover
of the crankshaft assembly.
IMPORT ANT: Prior to removing the
torque converter bolts, mark the flex
plate and converter and align the two
markings upon installation to ensure
original production location.

LUBRICATION SYSTEM Oil Pressure Relief

A full pressure system is used, ex-

cept for the piston pins which are lu-
bricated by oil throw-off from the con-
necting rods.
Pressure is supplied by a gear type, Oil Filter to Body
positive pressure pump which is part
of the timing chain cover.
The oil pump cover is also the
mounting pad for the full flow filter.

Oil Pump
The o il pump is driven by the dis-
tributor drive shaft (Fig. 37).
Oil pump gear removal or replace-
ment will not affect distributor timing
-----
Oil Filter Adaptor Body

l70021
as the distributor drive gear remains
in mesh w ith the camshaft gear. FIGURE 37 - Disassembled View of O il Pump Assembly
After removal of the o il pump cover
and gasket, place a straight edge
across the pump body and gears in
their operational cavity and check the
gear to end clearance with a feeler
gauge as shown in Figure 38. Refer to
the Specifications pages.
Check the clearance between each
gear tooth and the wall of the gear
cavity at a point opposite gear mesh
(Fig. 39).

IMPORT ANT: To ensure self-priming 66373 66372

of the oil pump, the pump must be filled FIGURE 38 - Checking Oil Pump FIGURE 39 - Checking O il Pump
with "Petrolatum" prior to the instal/a- Gear End Clea rance Gear to Body Cleara nce
1-B- 16
66038
FIGURE 40- Oil Pump Cover and
Filter Mounting
assembly. This tube and screen assem-
bly is threaded into the cylinder block
at the oil pan shelf on the right side
of the engine.
The oil is drown up the tube through
the oil gallery which is located at the
lower right side of the engine.
A passage in the timing chain cover
directs oil into the oil pump.
Oil, regulated by the oil pressure
relief valve, flows through the full
flow oil filter, then bock into a passage
in the timing chain cover and into the
main oil gallery of the engine (Fig.
41).
The main oil gallery directs oil from
the lower right corner of the block up
the front wall of the engine where it
intersects with the two horizontal valve
tappet galleries located in each
cylinder bonk of the engine (Fig. 42).
Each hydraulic lifter is supplied
with oil pressure from its adjacent
gallery.
Main Oil Gallery and
Oil Sending Unit
Location
FIGURE 41 - Main Oil Gallery- Front Side View
V-8 ENGINE
304-360 Cubic Inch Displacement
Camshaft bearings and main bear-
ings are supplied lubrication from the
right bonk tappet gallery (Fig. 43).
FIGURE 43 - Front View of Oil Gallery
to Camshaft and Crankshaft Bearings
Connecting rod bearings ore lubri-
cated from their adjacent main bearing
through passages drilled from the main
bearing journals to the connecting rod
journals. Oil throw-off from the con-
necting rods lubricates the cylinder
walls and pistons.
lubrication to the fuel pump eccen-
tric, distributor, and oil pump drive
gear, timing chain and sprockets is
supplied by the front camshaft bear-
ing.
OIL FILTER
A full flow oil filter mounted on the
lower right hand side of the engine
is accessible from below the chassis.
A bypass valve, incorporated in the
filter mounting bose, provides a safety
Right Cylinder Bcnk Tappet Gallery
and
F
R
0
Front N
T
Oil Inlet to Oil Pump
left Cylinder Bank Toppet Gollery
66401
FIGURE 42- Main Oil Gallery - Top View
foetor in the event the filter becomes
inoperative as a result of dirt or sludge
accumulation (Fig. 37). Oil Filter Re-
mover Tool, J-22700 will facilitate re-
moval.
Before installation, apply a thin film
of oil to the filter gasket. Do not use
grease.
Install filter until gasket contacts the
seat of the adopter. Tighten by hand
only, following instructions on replace-
ment filter.
Operate engine at fast idle and
check for leaks.
POSITIVE CRANKCASE
VENTILATION
During periods of relatively high
manifold vacuum, such as idle or
cruise speeds, crankcase vapors ore
drown through the PCV valve and into
the intake manifold where they ore
burned with the fuel-air mixture (Fig.
44).
1.70013
FIGURE 44 - Positive Crankcase
Ventilation Flow-Valve
During this time filtered a ir enters
the crankcase through a hose con-
nected to the carburetor a ir cleaner
and oil fill cop (Fig. 45).
Main Bearing Oil Supply.
 V-8 ENGINE 1-B- 17
304-360 Cubic Inch Displacement

During periods of low manifold

vacuum, such as heavy acceleration,
the flow is reversed.
The system will work effectively as
long as all component ports ore free

I
from sludge and foreign material.
The valve must be replaced at
the recommended mileage intervals
and the system 'nspected and cleaned.
The oil fill cop should be washed
in kerosene.
PCV Valve Tester J-23111 will test
the valve and system for flow rate
(CFM) (Refer to "Emission Control" sec-
tion for detailed test procedure).

170101

FIGURE 45 - "Closed" Positive Crankcase Ventilation System

Core Hole Plugs (Coolant)

Front

Black Drain Plug (Coolant) 71017 71018

FIGURE 46 - Core Hole Plug location Right and left Side FIGURE 47 - Rear Camshaft a nd Oil Gallery Plugs
- Right Side Shown

V-8 ENGINE SPECIFICATIONS

304 CID 3600D

Type 90 V-8 OHV 90 V-8 O HV

Bore 3.7502"-3.7534" 4.0799''-4.0831"
Stroke 3.44" 3.44"
Firing O rder 1-8-4-3-&5-7-2 1-8-4-3-6-5-7-2
Displacement 304 360
Compression Ratio 8.4:1 8.5:1
Net Brake Horsepower 150 @ 4200 RPM 175@ 4000 RPM
Net To rq ue 245 @ 2500 RPM 285 @ 2400 RPM
Taxoble Horsepower 45.00 53.27
Fuel Regular Regular
Cylinder Head a nd Block Fla tness - - - - -- -.008" Max. Full length, .002" in 6", .001" in 1" - - - - - - -
1-8 - 18 V-8 ENGINE
304-360 Cubic Inch Displacement

304CID 360CID
VALVES
Valve Arrangement
(Front to Rear - I Bonk) EI-IE-E~IE
Valve Stem Diameter .3715"-.3725"
Valve Length 4.7895"-4.8045"
Valve Guide I.D. (Integral) .3735"-.3745"
Stem to Guide Clearance .001 "-.003"
Intake Valve Face Angle 29
Intake Valve Seat Angle 30
Intake Valve Seat Width .040''-.060''
Exhaust Valve Face Angle 44~0
Exhaust Valve Seat Angle 450
Exhaust Valve Seat Width .040"-.060"
Valve Seat Run-Out .0025" Max.

VALVE SPRING TENSION (LBS.)

Closed 80 Lb.-88 lb. @ 11 s/18"
-
Open 210 lb.-226 Lb.@ P 3f84"

INTAKE VALVE TIMING

Opens 14.75 BTDC
Closes 68.75 ABDC

EXHAUST VALVE TIMING

Opens (California) 56.77 BBDC
Opens (Nationwide) 56.75 BBDC
Closes (California) 56.75 ATDC
Closes (Nationwide) 26.75 ATDC
aw O~fi Otrlars
(California) 71.49
Valve Opening Overlap
(Nationwide) 41.5

CAMSHAFT
Com lobe lift .266"
End Ploy .000" Engine Operating
Bearing Clearance .001"-.003"
Intake Duration 263.5
Exhaust Duration (California) 293.52
Exhaust Duration (Nationwide) 263.5
Bose Circle Run-Out .001" Max.
Tappet Clearance Zero lash (Hydraulic lifters)

PISTONS AND RINGS

Piston to Bore Clearance @
Center line of Piston Pin .001"-.0018" .00 12"-.002"
Piston Ring Gop
Top and Center .01 0"-.020"
Bottom (Steel Roil) .010"-.025" .015"-.045"
Piston Ring Side Clearance
# 1 Compression .0015"-.0035" .0015"-.003"
#2 Compression .0015"-.003" .0015"-.0035"
Oil Control .00 11"-.008" .000"-.007"
Piston Pin to Connecting Rod Press Fit 2000 lbs.
Piston to Pin Clearance .0003"-.0005"

CRANKSHAFT AND BEARINGS

Main Bearing Journal Diameter 2.7489"-2.7474"
(Rear Main Only) 2.7479"-2.7464"

CRANKSHAFT AND BEARINGS
Main Bearing Journal Width
Main Bearing Clearance
(Rear Main Only)
Crankshaft End Ploy
Connecting Rod Journal Diameter
Connecting Rod Journal Width
Connecting Rod Bearing Clearance
Connecting Rod Side Clearance
OIL PUMP AND LUBRICATING SYSTEM
Oil Pump Type
Normal Operating Pressure
@600 RPM
@ 1600 RPM or Higher
Oil Pressure Relief Maximum
Gear to Body Clearance
Gear End Clearance (Cover and
Gasket Removed)
filter
Engine Oil Capacity
TORQUE SPECIFICATIONS
Alternator to Mounting Bracket Nuts
Alternator Bracket to lower Support Nuts
Alternator Support Bracket to Cylinder Head Bolts --- - - - -- - - -- - 25-30 - - - - - - - - - - - - -
Alternator Adjusting Strap to Alternator Bolts
Camshaft Front Lock Bolt
Carburetor Adapter to Manifold Screws- 2V
Carburetor Hold-Down Nuts
Coil Mounting Bracket Bolts
Connecting Rod Nuts
Cylinder Head Bolts
Crankshaft Pulley Attachment Bolts
Clutch Housing Spacer to Block Screws
Clutch or Converter Housing to Block
Distributor Clomp Screws
Drive Plate to Converter
Fan Spacer to Water Pump Bolt
Flywheel or Drive Plate to Crankshaft Bolts
Front Engine Cover to Block Bolts
Fuel Pump Screws
Main Bearing Cop Screws
Manifold:
Air Injection Tube to Manifold
Air Pump Bracket to Cylinder Head
Air Pump to Mounting Brocket Nut
Air Pump Pulley Bolt
Air Pump Reinforcement Nut
Air Pump Reinforcement Bolt to Water Pump Nut- - - -- - ------25-35 - - - - - - - - - - - - - - -
By-Pass Valve Brocket to Stud Nut
Choke Heater Tube Bolt
Diverter Brocket to Valve Bolt
V-8 ENGINE 1-B-19
304-360 Cubic Inch Displacement
304CID 360 CID
# 1 - 1.2665" # 1 - 1.2665"
#2- 2.247" #2- 1.247"
#3- 1.274" #3- 1.274"
#4- 1.247" #4 - 1.247"
#5- 1.216" #5- 1.216"
- - - - - - - - - - - - . 0 0 1 " - . 0 0 2 " - - - - - - - - - -- -
- - - - - - - -----.002"-.003" - - - - - - - - -- - -
- - -- - - - - - - - - .003"-.008" - - - - - - - - - - -
2.0955''-2.0934" 2.0955"-2.0934"
I
2.001" 2.001"
- - - - - - - - - - - - - - . O O I"-.002"-- - - - - - - - - - - -
- - - - - - - - - - - . 0 0 6 " - . 0 1 8 " - - - - - - - - --
- - -- - - - - - - - - - - G e a r - - - - - - - - - - - - - - --
-------------13PS I ------------~
-------------------37 PSI Min.-75 PSI Max.-----------------
--- - - - - - - - - - - 75 PSI- - - - -- - - - - ---
- - - - - - - - - - .0005"-.0025" (Each Tooth} ----------------
- - - -- - - - - - - .002"-.006" -----------~
------------------ - - - - Full Flow -----------------------
- - - - - - - - - - -- - - 4 Q u a r t s - - - - - - - - - - - - ---
(One (I) Additional Quart With filter Change}
Torque Given in .Foot Pounds Unless Otherwise Specified
- - - - - - -- - - - - - 3 0 - 3 5 - -- - - - - - - -- - -
- - - - - - - - - - - - - 18-25 - - - - -- - - - - - - - -
18-25 - - - - - - - - - - - - -
25-35 - - - - - - -- - - - - -
18-25 - - - -- - - - -- - - -
12-15 - - - - - - - - - - - - -
30-35 - - - - - - - - -- - - -
26-30 - - - - - - - - -- - - --
I 05-115 - - - - ------------------
18-25
10-13 - - - - - - - -- - - - -
25-28 - - - - - - - - - - - - -
10-15 - - -- - - - - -- - - - -
21-23 - - -- - - - - - - - - - -
18-25 - - - - - - - - - - - --
100-110- - - - - - - - - - - - - - -
20-30 - -- - - - - - - - - - - -
30-35 - - - - - - - - - - - - - -
95-105---------------
35-40--------------
40-45 - - -- -- - - - - - - - -
20-25 - - - - - - - - -- - - - - -
5-8 -----------------------~
18-25 - - - - - - - - - - - - - - - -
18-25 - - - - - - - - - - - - - - -
10-12------------------------
5 - 8 - - - - - - - - - - -- - --
1-B-20 V-8 ENGINE
304-360 Cubic Inch Displacement

Foot
TORQUE SPECIFICATIONS 304CID Pounds 360CID

Exhaust Manifold to Cylinder Head Bolt - - - -- - - - - -- - - 30-35 - - -- - - - - -- -

Exhaust Pipe to Manifold Nut - -- - - - - -- - - - 20-25 - - - -- - -- - -- -
Intake Manifold to Cylinder Head Bolt - - -- - - - - - - -- - 40-45 - - - - -- - -- - --

Mounting and Connecting Parts:

Engine Mounting Brocket to Engine Bolt 25-30 - - - - - -- -- - - ---
Engine Mounting Bracket to Frame Bolt 30-35 - - - - - - - - - -- --
Cushion to Support & to Frame Bracket Nut - - - - - - - - - - -- -30-35 - - - - - - - - - - - --
Insulator Assembly to Crossmember Locknut 25-30 - - - - - - - - - - - ---
Mounting to Adapter Bolt 25-30 - - - - - - - - - - - ---
Adapter to Transmission Bolt 15-20 - - - - - -- - - -- --
Insulator and Bracket to Transmission Bolt 25-30 - - - -- -- -- - - --
Insulator to Crossmember Locknut 25-30 - - - - - - - - - - - ---
Insulator to Transfer Case Locknut 15-20------- - - - -- -
Insulator to Transfer Case Screw 2 0 - 3 0 - - - - - - - - - - - --
Torque Reaction Bracket to Transfer Case Bolt 2 5 - 3 0 - - - - - - - - - - - --
Oil Pump Cover Bolts 48-60 ln. Lbs. - -- - - - - -- - --
Oil Pan Screws:
~"-20 ---------------- 5-8------------~-
~/ts"-18 - - - - -- - - -- - - 10-1 2 - - - - - -- -- - ---
Rocker Arm Screws - -- - - - - -- - - 20-30 ln. Lbs.- - -- - - -- - --
Rocker Arm Cover Screws - - - - -- - - - - -- 20-30 ln. Lbs.----- - - -- - --
Rocker Arm Retainer Studs -------------- ~70------------
Rocker Arm Retainer Stud Nuts - - -- - - - - - - -- - 20-25 - - - - - - - - - - --
Spark Plugs - - - - - - - -- - - - 25-30 - - -- - - - - -- --
Starter to Engine Bolts - - - -- - - - - - - - 3 0 - 3 5 - - - - - -- -- - --
Thermostat Housing Bolts
Vibration Damper Retainer Bolt
Water Pump to Block Bolts
- - - - - - - -- - - - 18-25 - - - - -- - - -- --
--- - - - - - - - - - - 5 0 - 6 0 - - - - - - - - - - --
- - - -- - - - - - -- 4 0 - 4 5 - - - - - - - - - - --
1
Water Pump to Front Cover Bolts --- - - - - - - -- - -45-50 ln. L b s . - - - - - - - - - - --
 V-8 ENGINE 1-B- 21
304-360 Cubic Inch Displacement

J-22534
Valve Spring Remover and Installer
I
J-5790
Hydraulic Valve
lifter Tester

J-6042-1, C-3427, C-3430

J-21872 - 304-360 CID Valve Guide Reamers
Piston Pin Remover and Installer

J-22700
Oil Filter Wrend>

C-385
Piston Ring Comprasor
C-647
Valve ond Clutch
Spring Tester
J-22533
Timing Chain Cover
Oil Seal Installer

- J-8520
---0
Dial lndicotor Set ' i. . .
' J-5959-4
Diol Indicator
J-21791
Vibration Damper
(0.1 "-.001" graduation) Clomp and Rod Remover 69013

FIGURE 48 - V-8 Engine Tools

1-B-22 V-8 ENGINE
304-360 Cubic Inch Displacement

TECHNICAL SERVICE LETTER REFERENCE

Date letter No. Subject Changes information on Page No.

 COOLING 2-1

Page
DIAGNOSIS ............ .......................... 1
WATER PUMP ............. ...... .................. 1
Six Cylinder - Removal .......................... 1
Installation ........................ 1
V-8 - Removal .......................... 2
- Installation ...... ..... ... .......... 2
RADIATOR ....................................... 3
Maintenance ................... .......... ....... 3
Testing ... ..................................... 3
Radiator Filler Cop ............................... 4
Page
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
COOLANT TEMPERATURE GAUGE AND
SENDER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
TEMPATROL- VISCOUS FAN DRIVE ................. 5
Test Procedure . ................................ 5
DRIVE BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ANTI-FREEZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SPECIFICATIONS ................................. 6
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
COOLING SYSTEM COMPONENT CHART ...... ... ... . 7

DIAGNOSIS GUIDE
Conditions and Probable
Cause:
High Temperature Indication
NOTE: High temperature indication,
due to engine overheating, will result in
continuous coolant loss. Unless coolant
loss is encountered, it is advisable to
check for inaccurate indication rather
than assuming that the engine is running
hot.
Temperature gauge inaccurate
Fan belt slipping
Thermostat sticks, closed or opens only
partially
leaky cylinder head gasket
Radiator cop leaks
Water pump impeller broken or loose
on shaft
lower radiator hose collapsing
Clogged radiator passages
Insufficient cooling system capacity
due to heavy deposit of rust or scale
Air pocket (trapped air) in system
Excessive engine friction
Brakes dragging
Radiator frontal area clogged or
covered
late ignition timing
Piece of flashing in coolant passage
from costing operation. (May be
visible with thermostat removed.)
Defective ''Tempotrol"
Low Temperature Ind ication
Temperature gouge inaccurate
Thermostat stuck open
NOTE: Low temperature indication
does not necessarily indicate the engine
is running too cold. During cold weather
operation, the engine temperature will
be considerably lower than under worm
weather operation, this is considered
normal. Proper heater operation is de-
termined mainly by air discharge tem-
perature.
WATER PUMP
The water pump is a centrifugal
type and is serviced only as a com-
plete assembly.
Six Cylinder Engines
The pump assembly is mounted at
the upper f ront of the cylinder block
and d ischarges coolant directly into
the cylinder block (Fig. 1). The coolant
flows through the cylinder bJock and
bock through the cylinder head to the
radiator inlet when the thermostat is
open.
An internal coolant by-pass port in
the water pump a llows coolant to cir-
culate within the engine coolant pas-
sages when the thermostat is closed.
V-8 Engines
The impeller housing is cost inte-
grally with the water d istribution mani-
fold and the engine front cover (Fig.
2).
The water pump discharges coolant
into the distribution manifold where
dual outlets supply o balanced flow
of coolant into both cylinder bonks. The
coolant flows through the block and
bock through the cylinder heads to
the intake manifold where it is directed
through the by-pass to the suction side
of the water pump or through the open
thermostat to the top tonk of the ra-
diator (Fig. 3).
Water Pump Removal -
Six Cylinder Engine
Drain the cooling system at the
radiator.
Disconnect the radiator and heater
hoses from the water pump.
loosen the alternator adjustment
strop screw and place the drive belt
behind the hub pulley.
NOTE: If vehicle is equipped with
a radiator shroud, it is necessary to
separate the shroud from the radiator
to facilitate removal and installation
of the engine fan and hub assembly.
Remove the engine fan and hub
assembly.
If equipped with a ir conditioning,
disconnect the compressor mount
brocket from the water pump housing
and loosen the remaining mount
brocket bolts, do not remove the bolts.
Remove the water pump and gasket
from the engine.
Clean all old gasket material from
the gasket surface of the engine, and
remove any foreign material which
may hove accumulated in the impeller
cavity.
Installation
Install the new water pump ana gas-
ket to the engine. Tighten the retaining
bolts to the specified torque.
Insta ll the engine fan and hub as-
sembly. Tighten the retaining bolts to
the specified torque.
Install the alternator drive belt, and
tighten to the specified tension.
If disconnected, connect the com-
pressor mount brocket to the water
pump housing, and tighten the remain-
ing mount bracket bolts. Tighten the
a ir conditioning drive belt to the speci-
fied tension.
Connect the radiator and heater
hoses to the water pump.
Fill radiator with coolant. Start en-
g ine, open heater control valve to re-
move air bubbles from heater core.
Operate the engine long enough for
the thermostat to open, and recheck
coolant level.
2-2
Woter
Pump
FIGURE 1 - Cooling ~ystem Components (Less Radiator)
and Coolant Flow - Six Cylinder Engines
FIGURE 3 - Intake Manifold Coolant Flow - Y-8 Engines
Remova l
V-8 Engine
Disconnect the negative battery
cable.
Drain the radiator and disconnect
the upper radiator hose at the radio-
tor.
Remove the alternator and mount
brocket assembly and place aside. Do
not disconnect the wires.
If equipped with power steering,
loosen the pulley retaining nut before
relieving the drive belt tension. Loosen
the power steering pump mount nuts,
and remove the drive belt and pulley.
COOLING
Sudion
Side of
FIG URE 2 - Cooling System Components (Less Radiator)
a nd Coola nt Flow - Y-8 Engines
Temperature Sending Unit location
Remove the front section of the power
steering mount brocket. If vehicle is
a lso equipped with Air Injection, it is
necessary to remove the a ir pump drive
belt prior to removing the power steer-
ing pulley.
NOTE: If vehicle is equipped with a
radiator shroud, it is necessary to sepa-
rate it from the radiator to facilitate
removal ond installation of the engine
fan and hub assembly.
Remove the engine fan and hub
assembly.
Disconnect the heater hose, by-pass
170024
hose, and lower radiator hose at the
water pump.
Remove the water pump and gasket
from the timing chain cover.
Clean all old gasket material from
the gasket surface of the timing chain
cover.
Insta lla tion
Install the new water pump and
gasket to the timing chain cover.
Tighten the retaining bolts to the
specified torque.
Connect the heater hose, by-pass
hose, and lower radiator hose to the
water pump.
Install the engine fan and hub as-
sembly. Tighten the retaining bolts to
the specified torque.
If removed, install the front section
of the power steering mount bracket,
power steering pulley and drive belt.
Tighten the drive belt to the specified
tension, then tighten the pulley retain-
ing nut to the specified torque (55-60
Ft. Lb.).
If removed, install the air pump
drive belt and tighten to the specified
tension.
Install the alternator and mount
brocket assembly.
Install the alternator drive belt and
tighten to the specified tension.
Connect the upper radiator hose to
the radiator.
Connect the negative battery cable.

Fill the cooling system with coolant.
Operate the engine with the heater
control valve open until the thermostat
opens. Recheck the coolant level.
RADIATOR
The radiator is a conventional verti-
cal flow type with the expansion tank
located on top of the tube section.
Radiators with larger capacities and in-
creased fin area are used on vehicles
with air conditioning or heavy duty
cooling.
The radiator for all engines, when
equipped with automatic transmission,
incorporates a transmission oil cooler
in the lower tank. Hot oil from the
transmission is pumped through the
cooler where the heat transfers to the
coolant in the radiator. Two lines con-
nect the transmission to the lower
radiator tank.
A drain cock is provided on the
lower tank of all radiators. On V-8
engines, drain plugs are centrally lo-
cated on both side of the engine block.
Both drain plugs have to be removed
to completely drain the block.
On six cylinder engines, a drain
plug is located on the left hand side
of the engine block.
Maintenance
Maintenance of the radiator consists
of keeping the exterior of the radiator
core clean, the interior free from rust
and scale, and the radiator free from
leaks. Check the cooling system fluid
level and for leaks at periodic intervals
(refer to Mechanical Maintenance
Schedule). Cleaning should be per-
formed by blowing out with an air
stream or water stream directed from
the rear of the radiator. Visual inspec-
tion is not sufficient as the accumu-
lation of small particles of foreign
material on core surfaces can restrict
cooling without closing the core open-
ings.
Reverse flushing will aid greatly in
removing rust and scale, especially
when used with a flushing solution. A
cleaning solution should be used to
loosen the rust and scale before re-
verse flushing the cooling system.
Flushing is accomplished through the
system in a direction opposite to the
normal coolant flow. This action causes
the water to get behind the corrosion
deposits and force them out. To do
COOLING 2-3
this, remove the upper and lower radi- tem for leaks, use a reliable tester,
ator hoses. Then attach a drain hose such as illustrated in Figure 4, attached
at the top of the radiator. Attach a to the radiator filler neck. Apply ap-
new piece of hose to the radiator outlet proximately 15 pounds pressure to the
at the bottom and insert the flushing system and observe the gouge. If pres-
gun. Connect the water hose of the sure drops, visually inspect all external
flushing gun to a water outlet and the parts for leaks. If no external leaks
air hose to an air line. Turn on the appear and pressure continues to
water and when the radiator is full, drop, inspect the engine oil to de-
apply the air in short blasts, allowing termine whether or not coolant is leak-
the radiator to fill between blasts. Con- ing into the crankcase due to a
tinue this flushing operation until the crocked cylinder block or leaking head
water runs clear through the top hose. gasket.
With the thermostat removed, at-
tach a leadaway hose to the water
pump inlet. Also attach a length of
new hose to the water outlet connec-
tion at the top of the engine. Turn the
water on and fill the water jacket and
then apply air in short blasts. Continue
this flushing until the water runs clear.
Also flush the hot wcter heater. Re-
move heater water outlet hose from
heater core. Remove inlet hose from
engine. Insert flushing gun in outlet
hose and flush heater core. Care must
be taken when applying air pressure
to prevent damage to the heater core.
Water or anti-freeze solution should
be added to the radiator when the
system is cool. Coolant level should be
maintained at one-half to one inch
(hot) or one and one-half to two inches
(cold) below the filler neck seal sur-
face. This precaution will prevent re-
curring partial loss of coolant due to
normal expansion.
The heat control valve should be
fully open when refilling or flushing
the system. Then engine must be idling FIGURE 4 - Cooling System
during the refilling operation to pre- Pressure Test
vent trapped air from interfering with
the circulation or heater operation.
To check for compression or com-
bustion leakage into the cooling sys-
Build Code tem, run the engine until it reaches
A two character designation is used operating temperature. With the en-
to identify the radiator build date. gine running and tester installed,
This date code is stamped on top of pump up the system to approximately
the upper radiator tank in line with 15 pounds per square inch.
the vendors name and Jeep port num- CAUTION: Never allow the pressure
ber. to build up to more than 16 pounds per
square inch.
Example: Blackstone I
t
Vendor Moth
t
Year
Any fluctuation of the tester dial
needle indicates a compression or com-
A-Jan. 1-1971 bustion leak. To locate the leaking
B-Feb. 2-1972 cylinder, disconnect the spark plug
wires one at a time and observe the
Testing
tester dial. When the plug wire is
To test the radiator and cooling sys- removed from the leaking cylinder, the
2-4
indicator will stop fluctuating. If more
than one cylinder leaks, removing the
spark plug wire from on offending
cylinder will cause the fluctuations to
become less frequent. If the cylinder
head gasket is leaking it must be re-
placed.
A partially plugged radiator core
or air trapped in the system will also
cause the tester to fluctuate when the
engine is accelerated.
Should a leak in the oil cooler oc-
cur, it con be detected by the presence
of oil in the coolant. If oil appears in
the coolant, check the oil level of the
automatic transmission, if the oil level
is low, check the oil cooler for leaks
os follows:
Remove the transmission to cooler
lines at the radiator. Plug one fitting.
Remove the radiator cop. Fill the
radiator to the top so any bubbles
con be seen. Apply compressed air
to the oil cooler at the other fitting.
Bubbles in the coolant at the filler
neck indicate a leak in the oil cooler.
Do not exceed 15 psi of pressure.
Should a leak in the oil cooler
occur, the radiator must be removed
and repaired.
Radiator Filler Cap
Although the mechanism of the pres-
sure cop requires no maintenance, the
cop should be inspected periodically
for cleanliness and freedom of opera-
tion. The pressure cop gasket and radi-
ator filler neck seat should also be
inspected to be sure they ore providing
a proper seal. If the rubber face of
the valve is defective, a new cop
should be installed. Filler neck resect-
ing tools ore commercially available
to correct minor defects at the surface
of the seat. Follow instructions of the
resecting tool manufacturer.
If a new cop is required, always
install o cop of the some type and
pressure rating specified. The cop
should never be altered or replaced
by o plain cop.
To test the radiator filler cop (Fig.
5) first wet the cop rubber gasket to
ensure on airtight seal, then attach
the cop to the tester. The cop should
be capable of retaining pressure within
o range of 10 to 15 pounds per square
inch.
THERMOSTAT
A 205 thermostat is used on six
COOLING
661n
FIGURE 5 - Radiator Pressure Cap
Test
cylinder engines.
A 195F. thermostat is used on V-8
engines.
The thermostat is located in the
water outlet housing. To assure proper
engine operating temperatures to gain
maximum economy and engine life,
always use a thermostat, as on engine
may be overcooled as well as over-
heated.
NOTE: The thermostat should be
checlced whenever the cooling system
is serviced and particularly at the time
of installation of antifreeze solution.
To test the thermostat for proper op-
erating temperature, submerge the
unit in a container of antifreeze solu-
tion as shown in Figure 6. The thermo-
stat as well as the thermometer should
be suspended in the solution in such a
manner so that they do not rest on the
bottom or contact the sides of the carr
toiner. Heat the solution and observe
the temperature at which the thermo-
stat begins to open.
l70027
FIGURE 6- Testing Thermostat
Stir the solution while heating to
evenly distribute the heat.
This con be checked by inserting a
.003" feeler gouge between the valve
and its seat prior to submerging the
thermostat into the solution. Hold o
slight tension on the feeler gouge while
the solution is being heated. The mo-
ment the valve opens .003" the feeler
gouge will slip free of the valve. Note
the temperature at which this occurs.
The valve must open .003" within plus
or minus 3 F. of its rating. It must be
fully open at 218 foro 195 thermo-
stat and 228 for o 205 thermostat.
CAUTION: Certain types of thermo-
stat testers may still be in use that heat
the solution by direct electrical current.
Avoid touching the feeler gouge while
testing the thermostat with this type
of tester.
When installing a thermostat, the
pellet faces the engine. All thermostats
ore marked on the outer flange for
proper installation.
A coolant temperature override
switch is installed in the thermostat
housing on all V-8 engines with auto-
matic transmission. For a description of
its operation and testing, refer to
"Emission Control" section.
COOLANT TEMPERATURE
GAUGE AND SENDER UNIT
Coolant temperature readings be-
tween 171 F. and 242 F. ore con-
sidered normal operating temperature.
However, during extreme cold
weather operation, the temperature in-
dication will be correspondingly lower.
Also, under extreme load conditions,
high ambient temperature, or altitude
operation, temperature indication may
reach the hot side of the scale. These
are not considered abnormal readings
providing coolant loss does not result.
With the 15 pound pressure cop, the
atmospheric boiling point of coolant is
raised approximately 45 F.
CAUTION: Never remove the radio-
tor cop when the system is hot and
pressurized. To do so will lower the
boiling point of the coolant and could
cause serious injury due to the rapid
escape of steam.
On the vehicle tests of the sender
unit are limited to temperatures up to
the boiling point. Use a thermometer in
 COOLING 2-5

the radiator filler neck opening to de-
termine coolant temperature.
To test the sender unit, use on Ohm-
meter. Touch one prod of the Ohm-
meter to the sender unit terminal and
the other prod to the outer portion of
the sender. The Ohmmeter reading
should coincide with the coolant tem-
perature, Figure 7 and 8. To check
temperatures over the boiling point, re-
move the sender unit and put it in a
pan -of pure anti-freeze or oil. Check
using a thermometer and Ohmmeter.
Temperature
the Electrical Section, "Instrument Clus- on the longest accessible span of belt
ter Component Tests" for further test- between two pulleys (Fig. 9).
ing.
TEMPATROL-VISCOUS FAN
DRIVE
The ''Tempotrol" fan drive is a
torque and temperature sensitive
dutch unit which automatically in-
creases or decreases fan speed to
provide adequate cooling.
A bi-metal thermostatic coil at the
front of the dutch unit reacts to
changing radiator air temperatures
and regulates the flow of silicone
fluid into the drive chamber. The
amount of fluid flowing into the
chamber provides automatic fan speed
control in proportion to the cooling
demands of the engine.

Test Procedure - Tem patrol

9 7 1.9
23
Ohm Va lues 177106
FIGURE 7- Coolant Temperature
Gouge - CJ-5/ CJ-6
Temperature
c 73 35 13 9
Ohm Values
H
l10028
FIGURE 8 - Coolant Temperature
Gouge- Commando, Wagoneer
and Truck
To test the temperature gouge, use
Gouge Tester J-22344-01.
Connect one test lead to ground and
the other lead to the sender unit wire.
Adjust the tester to "9" and turn
the ignition "on". The gouge needle
should be on the ''hot" mark after
several seconds of worm-up time. If
the gouge does not register correctly
through the entire tester range, the
gouge is defective. If the gouge does
not register at all or registers high or
low through its entire range, refer to
Start the engine and allow it to
worm up to operating temperature.
From under the hood, gradually in-
crease the engine speed until o defi-
nite decrease of the audible fan air
flow is heard. Maintain this engine
speed until a definite increase of the
audible fan a ir flow is heard.
The ''Tempotrol" unit is operating
satisfactorily if the time interval be-
tween decrease and increase of the
audible fan air flow does not exceed
three (3) minutes.
NOTE: The cooling system must be
in good condition prior to performing
the above test to ensure against exces-
sively high radiator air temperatures.
DRIVE BELTS
The cooling system fan, alternator,
and water pump ore driven by a ''Y"
type drive belt from a pulley on the
vibration damper. In addition such en-
gine driven accessories as the power
steering pump and air conditioning
compressor also employ o similar ''Y"
type drive belt.
It is important that the proper ten-
sion of the belt be maintained to
assure efficient operation of the cooling
system, electrical system and accesso-
ries. Too much tension will cause ex-
cessive wear on the water pump, alter-
nator and accessory bearings.
The belts con be properly adjusted
by using a belt strand tension gouge
FIGURE 9 - Checking Belt Tension
with Gouge W-283
Make adjustments at the mounting
brackets to obtain a reading of 90 to
110 pounds 0/8-WI AC, 105-125)
strand tension on a belt with previous
service. The belt strand tension should
be 125 to 145 pounds when installing
a new belt.
When using the gouge on a notched
belt, the middle finger of the gouge
should be in the notched cavity of the
belt.
NOTE: New belt tension specifications
apply only to service replacement belts.
Once a belt has been tensioned and run
for five (5) minutes, it is considered a
used belt and should be adiusted to
used belt specifications.
ANTI-FREEZE
All-Season Coolant is factory in-
stalled to offer maximum protection
against freezing, overheating and cor-
rosion. If the coolant level is low,
odd a mixture of equal ports of All-
Season Coolant permanent anti-freeze
(ethylene glycol) and water. In on
emergency plain water may be used,
but check the freeze protection at the
earliest opportunity as the addition of
2-6 COOLING

plain water will decrease the anti-
freeze protection afforded by the coo~
ant.
Anti-freeze should be mixed at a
1:1 ratio with low mineral content
water. This 50/50 mixture will give
protection to -34 F (36.7 C).
The maximum mixture of anti-freeze
to water is 68/32. A higher percentage
of anti-freeze will actually result in
raising the freezing temperature of the
solution.
The cooling system should be
drained and flushed before the start of
the third winter season and then every
fall and All-Season Coolant or perma-
nent anti-freeze and water installed.
For maximum protection, at that time
the cooling system should be checked
and serviced for leaks using a ra diator
pressure-tester.
All-Season Coolant is a year-round
product formulated to protect the en-
gine against overheating during hot
summer months as well as against
freezing in the winter.
AII~Season Coolant is also very im-
portant because of its lubricating char-
acteristics.
Plain water, methanol or alcohol-
type antifreeze is not to be used in
the cooling system.

COOLING SYSTEM SPECIFICATIONS

SIX CYLINDER V-8

Radiator Cap:
Relief Pressure . . .. ... . .......................... .. ........ . 15 psi. 15 psi.
Vacuum Valve Release ...................................... . 1 psi. 1 psi.

Thermostat:
Rating .......... ... .. . .. .. . . ................. .. ... .. ...... . 205F 195F
Must be open .003" .. ........ ...... . ... .. ......... .... . ... . . 3 of 205F 3 of 195F
Fully Open ................................................ . 228F 218F

Water Pump:
Type .. . ... .......... ...... . .............................. . Centrifugal Centrifugal
Drive ..................................................... . V-Belt V-Belt

Radiator:
Type ............ . ......... . ........... . .... ... ........ .. . . Tube & Fin Tube & Fin

Cooling System Capacity: 304 360

*Without Heater ............. . .... .. ....................... . 9~qt. 13 qt. 12 qt.
*With Heater .............................................. . 10~ qt. 14 qt. 13 qt.

Fan:
Number of Blades .......................................... . Refer to Cooling System Component Chart
Diameter Refer to Cooling System Component Chart

Drive Belt:
Angle of V .. . .... .... . ................... .......... .. ..... . 38 38
W idth - Top of Groove .. ......................... . ... ..... . .391-.453 .391-.453
Type (plain or cogged) ...................................... . plain plain

(*) When radiator cores are increased from two (2) to three (3) tube cores on some
heavy duty or A/C applications, the capacity is increased by approximately 1~ pints.

TORQUE CHART Foot Pounds

Foot Pounds
Fan Blade to Hub Screw ........ .... ..... ...... 15-20
Thermostat Housing Stud Nuts or Bolts . . . . . . . . . . . . 10-15
Water Pump to Cylinder Block Screws- 232-258 CID 10-15
Water Pump to Timing Chain Case Cover -
304-360 CID Engine . . . . . . . . . . . . . . . . . . 45-50 ln. Lb.
Timing Chain Cover to Block Screws -
304-360 CID Engine . . . . . . . . . . . . . . . . . . . . . . . . 20-30
Fan Belt- Six and V-8
New .................................... 125-145
Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90-110
W/AC 105-1 25
 COOLING 2-7

COOLING SYSTEM COMPONENT CHART

Cooling Rad iator

Model Engine System Specifications Fon Fon
. Spacer Shroud

.."
-.r Core Size Fins Rows Vis. No.
..., ~ Thickness

--
II) II) "or co N co 0
g ...,
0 0 8 0
-.r
0 M
N
II)
N
M
c) c)
Heavy Air Per of co us of Fan
co co co " "or "or
N M M .0 .0 > > Std. Duty ~ond. W.dth ~ickness Height Inch Tubes Fan Blades dia.
X X X X X X 24.34" 1.25" 15.60" 12 2 No 4 15 .62" 1.00" No
X X X X X 24.34" 1.25" 15.60" 15 2 No 4 19.00" 2.31" No
X X X X X X 24.42" 1.27" 16.58" 12 2 No 4 15.62'' 1.75" No
X X X X X X 26.05" 1.25" 15.88" 11 2 No 4 19.00" 1.3 1" No
X X X X X 26.05" 1.50" 15.88" 15 2 No 4 19.00" 1.3 1" No
X X X X X 24.34" 1.25" 15.60" 15 2 No 7 15.62" - No
X X X X X 24.34" 1.25" 15.60" 15 2 No 4 19.00" 1.00" No
X X X X 24.34" 1.94" 15.60" 15 3 Yes 7 19.50" - Yes
X X X X 24.34" 1.94" 15.60" 15 3 Yes 7 19.50" - Yes
X X X X X X 26.05" 2.25" 15.88" 15 3 Yes 7 19.50" - Yes
X X X X X X 26.05" 1.50" 15.88" 15 2 Yes 7 19.50" 1.1 2" Yes
X X Std. X 26.05" 2.25" 15.88" 15 3 Yes 7 19.50" - Yes
X X X X X 24.34" 1.94" 16.33" 13 3 No 7 15.62'' 1.1 2'' Yes
X X X X X X 24.34" 1.94" 16.33" 13 3 No 4 19.62'' 1.1 2'' Yes
X X X 24.34" 1.94" 16.33" 13 3 No 7 15.62" - Yes
X X X X X X 24.34" 1.94" 16.33" 13 3 No 4 15.62" 1.12" Yes

NOTE: TVS (Therma l Vacuum Switch) used on V8-360- Standard Cooling Only.

FIGURE 11 - Belt Arrangement with Power Steering

232-258 CID Engines

FIGURE 10 - Belt Arrangement with Air Conditioning and

with or without Power Steering 232-258 CID Engines

FIGURE 13 - Belt Arrangement with Air Conditioning with

FIGURE 12 - Belt Arrangement with "Air Injection System" "Air Injection System" or Power Steering- 304-360 CID
or with Power Steering - 304-360 CID Engines Engines
2-8 COOLING

FIGURE 14 - Belt Arrangement with Power Steering and

"Air Injection System" - 304-360 CID Engines FIGURE 15 - Belt Arrangement with Air Conditioning with
Power Steering and "Air Injection System" - 304-360 CID
Engines

TECHNICAL SERVICE LEITER REFERENCE

Date Letter No. Subject Changes information on Page No.

-
 ELECTRICAL 3-1

Page
aECTRICAL SYSTEM . .. . . .. . . . .. . .. . .. .. .. .. . .. .. 1
GROUND CONNECTIONS . .. .. .. .. . . . . .. . . .. . . .. . 1
BATIERIES ...................................... 2
Build Code Information . . . . . . . . . . . . . . . . . . . . . . . . 2
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Starting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Charging .................................... 3
Test .... . .......................... . ......... 3
ALTERNATOR ................................... 4
Belt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fiel~ Excitation and Indicator Bulb Circuit .. . ........ 6
Charging Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Diagnosis Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Test .........................................11
VOLTAGE REGULATOR ........................... 12
Test .........................................13
ALTERNATOR COMPONENT TEST AND
DISASSEMBLY ................................. 13
STARTER ...................................... 17
System Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Test - On Vehicle ................... .. ...... 17
Diagnosis Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Disassembly and Test ....................... 20
STARTER RELAY . . .. . . . .. .. . . .. . .. . . . . . . .. . .. .. . 22
Test - On Vehicle ........................... 22
IGNITION SYSTEM ............................. 23
Diagnosis and Testing . . ..................... 24
Diagnosis with Scope Analyzer ................ 24
Scope Pattern Interpretation ................... 26
IGNITION PRIMARY CIRCUIT TEST ........ . ....... 28
System By-Pass .............................. 28
IGNITION SECONDARY WIRING ................. 28
Testing ................ . .................... . 29
IGNITION COIL .............................. . 29
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Page
SPARK PLUGS .................................. 33
IGNITION TIMING ........... . ................... 34
INSTRUMENT CLUSTER ............................ 34
Printed Circuit "Pin" Terminal Identification ....... . . 35
INSTRUMENT CLUSTER COMPONENT TEST AND
REPLACEMENT ................................. 35
Charge Indicator (Amp) ......................... 36
Oil Pressure Warning light and Sending Unit Test .... 36
Oil Pressure Gouge and Sending Unit Test .......... 37
Temperature Gouge and Sending Unit .............. 37
Fuel level Gouge and Sending Unit ............... 37
Fuel or Temperature Gouge Test .................. 37
Test at Instrument Cluster ........................ 38
Temperature and Fuel Gouge Replacement .......... 41
Fuel Tonk Sender Unit Replacement ................ 41
IGNITION SWITOi ............................... 41
Removal and Installation ....................... .42
LIGHTING SYSTEM ...............................43
Front Parking and Directional lights ................ 45
Rear Direction, Side Marker, Stop and Toil lights .... .45
license Plate light ............................ 46
Bock-up lights and Bock-up light Switch ............46
Courtesy and Dome lights ....................... .47
DIRECTIONAL SIGNAL SWITCH ....... . ........... .47
4-WAY EMERGENCY FlASHER SWITCH .............. .48
HORNS AND HORN RELAY ....................... .49
CIGAR LIGHTER ................................ .49
RADIO ........................................ .49
SPEAKER ...................................... .50
SPEEDOMETERS ................................. .50
Replacement ................................. .50
Odometer Setting ............................. .S I
Coble Inspection ...............................51
SPECIFICATIONS ................................ .51
TOOLS ........................................ .55

ELECTRICAL SYSTEM to the engine, the ground connections

A twelve volt, negative ground, DC
system is used which utilizes the frame
and body for the ground return circuit.
CAUTION: Burns or other damage
may be caused by occidentalfy ground-
ing circuits through careless use of tools
or by not tightening connections in en-
ergized circuits.
A twelve volt electrical system con
generate on "ore" that con ignite gas-
oline that has been spilled or seeped
from the fuel system. Disconnect the
battery ground cable before remov-
ing any electrical component.
GROUND CONNECTIONS
and their locations o re as follows.
Instrument Panel - The hi-beam
lamp, turn signal indicator lamps, panel
lighting lamps and the constant vol-
tage regulator (CVR) for the fuel and
temperature gauges ground at the in-
strument duster for all models.
CJ-5/CJ-6
The instrument cluster is grounded
by the four mounting studs welded
to the instrument panel (Fig. 1).
Note the ground contact for the
CVR (Fig. 2). The regulator is part of
the fuel gauge and depends on this FIGURE 1 - Instrument Cluster
ground to regulate voltage to the
Ground - CJ-5/CJ-6
gouges.

All models hove the battery
grounded directly to the engine. To
complete the ground return circuit
from the load (bulb, gouge, etc.) bock
Commando
The instrument cluster is grounded
through o ground wire connected to
a duster pin terminal. The wire is
grounded at the lower flange of the
instrument panel to the turn signal
flasher brocket (Fig. 3). The switch
3-2 ELECTRICAL

flasher receptacle (Fig. 3). Build Code Information

Body to Frame Ground - All models
The month, year and manufacturing
ore grounded by the bolts attaching
plant location is stomped into the top
the body to the frame.
Frame to Engine Ground - All mod- of the battery.
Example: L 2
Contact far els utilize a ground strop. Six cylinder
CVR Ground engines hove a strop attached to the Month Year Vendor
left motor mount; V-8 engines at the Plant
A-Jon., B-Feb. 1-1971,
right motor mount. Location
("I" not used) 2-1972
721~ M-Dec.
BATTERIES
FIGURE 2 -Constant Voltage Batteries are also stomped on top
Regulator Ground - CJ-5/CJ-6 Three models ore used, each having of the negative post with two charac-
a different ampere hour rating to pro- ters identifying when the battery was
vide the starting power needed for put into service.
Instrument various engine applications. All bat- Example: 9
Pone I
1
teries used are twelve (12) volt lead- Sept. 1971
acid units. Batteries with cells anchored
in epoxy ore used to prevent damage
from vibration encountered in off the Maintenance
road use. Replacement batteries should IMPORT ANT: Always observe the cor-
meet utility vehicle specifications. A reef polarity. Reversed battery connec-
Nut and
regular passenger cor battery would tions may damage the alternator diodes.
lodcwasher hove a relatively short life if used in a
Receptacle l72190 utility vehicle. The NEGATIVE battery terminal is
The negative post of the battery is connected to the engine.
FIGURE 3 - Instrument Cluster Ground color coded to indicate ampere hour It is very important that the battery
-Commando, Wagoneer and Truck capacity as follows: is in o fully charged condition when
Green - 50 Ampere Hour the owner receives his car or when a
control panel also grounds to the some Yellow- 60 Ampere Hour replacement battery is installed. The
position (Fig. 4). Black 70 Ampere Hour continual operation of a partially
charged battery could shorten its life.
Temp Defroster Fan Wiper and Headlight Fluid level in the battery should be
Control Control Switch Washer Switch Switch
checked periodically and replenished
Headlight with distilled water, if possible. How-
Switch ever, drinking water free of high min-
Circuit
Breaker
eral content may be used. In extremely
hot weather, check more frequently.
Add water to each cell until the liquid
Panel
level reaches the bottom of the vent
Retaining
Spring well. It is important to keep the elec-
Clip trolyte level above the plates ot o il
times because plates that ore exposed
for any length of time will be seriously
damaged.
DO NOT OVERFILL!
Panel Ground Wire The engine should be operated im-
To Directional mediately after adding water, partic-
Flasher ularly in cold weather, to assure proper
mixing of the water and acid.
72195
The external condition of the battery
FIGURE 4 - Switch Control Panel Ground - Commando
and the cables should be checked
The heater motor is grounded to Color coding is done for quick periodically.
the lower flange of the instrument reference at the production facilities. The hold-down should be kept tight
panel near the glove compartment. Positive identification of the battery enough to prevent the battery from
as to ampere hour rating can be shaking so as not to damage the bat-
made by referring to the catalog tery case. It should not be tightened
number stamped into the top of the to the point where the battery case
Wagoneer and Truck
battery. will be placed under a severe strain.
The cluster is grounded from the Refer to "Specifications" to deter- Particular core should be taken to
pin terminal on the cluster to o mount- mine the specifications for o particular see that the top of the battery is free
ing screw on the directional signal battery model. of acid film and dirt between the bat-

tery terminals. For best results when
cleaning the battery, wash with a di-
luted ammonia or soda solution to
neutralize any acid present and then
flush with clean water. Core must be
token to keep vent plugs tight so that
the neutralizing solution does not en-
ter the cells.
To ensure good contact, the battery
cables should be tight on the battery
posts. Check to be sure the terminal
clomp has not stretched. This could
cause the clomp ends to become butted
together without actually being tight
on the post. If the battery posts or
cable terminals ore corroded, the
cables should be disconnected by loos-
ening the terminal clomp bolt and re-
moving the clomp with the aid of a
puller. Do not twist or pry on the
cable to free it from the battery post.
Clean the terminals and clamps with
a soda solution and a wire brush. After
the cables ore connected to the battery
posts, a thin coot of grease should be
applied. The battery ground cable and
engine to crossmember ground strop
should also be inspected for proper
connection and condition.
CAUTION: Explosive gases ore pres-
ent within the battery at all times. Avoid
open flames and sparks.
Starting Procedure -
Discharged Battery
The correct method for starting a
cor with o discharged battery is with
either o portable starting unit or a
booster battery. When using either
method, it is essential that connections
be mode correctly or serious damage
to the electrical system may occur.
CAUTION: Always connect negative
terminal to ground.
Connect the starting un:t or booster
battery in a parallel circuit; positive to
positive, negative to negative. Under
no circumstances should a series con-
nection be mode as this will result in
serious damage to the electrical system.
To prevent a spark at the battery,
connect the negative cable lost to o
ground; such as, bumper or engine.
When using a starting unit, the
voltage must not exceed charging sys-
tem voltage or damage to the battery,
alternator or starter will result.
NOTE: A fast charger must never be
ELECTRICAL
used as a booster unit for starting be-
cause of the accompanying high volt-
age.
After the engine has started, always
disconnect the negative cable first.
Slow Charge
Slow charging is the preferred
method of recharging a battery. The
slow charge method may be safely
used, regardless of charge condition of
the battery provided the electrolyte
is at the proper level in all cells and
is not frozen.
CAUTION: Do not attempt to charge
or use a booster on a battery with fro-
zen electrolyte as it may cause the
frozen battery to explode.
The normal charging rote foro bat-
tery is one ( 1) amp. per positive plate
per cell. For example, o 54 plate
battery has nine (9) plates per cell
(54 -;. 6). There is always one more
negative plate per cell than positive.
The charging rote should be four (4)
amps. A 70 amp hour battery has 66
plates or 11 plates per cell. The
charging rate for this battery would be
five (5) amps (5 positive and 6 nega-
tive plates per cell). A minimum period
of 24 hours is required when using this
method.
The battery may be fully charged by
this method unless it is not capable of
accepting a full charge. A battery is
in a fully charged condition when all
cells ore gassing freely and three cor-
rected specific gravity readings, token
at hourly intervals, indicate no increase
in specific gravity.
Fast Charge
Always disconnect one battery cable
before using a fast charger.
A bonery may be charged at any
rote which does not cause the electro-
lyte temperature of any cell to exceed
125 F. and which does not cause ex-
cessive gassing and loss of the electro-
lyte.
A fast charger cannot be expected
to fully charge a battery within on hour,
but will charge the battery sufficiently
so that it may be returned to service
and then fully charged by the cor's
charging system, provided the cor is
operated a sufficient length of time.
3-3
Frozen Electrolyte
A % charged automotive battery is
in no danger of damage from freezing.
Therefore, keep batteries at % charge
or more, especially during winter
weather.
Specifi c Freezing
Gravity Temperature
(Corrected Degrees
to 80F.) Fahrenheit
1.280 - 90F.
1.250 - 62F.
1.200 - 16F.
1.150 + 5F.
1.100 + 19F.
A battery in which the electrolyte
is either "slushy" or frozen should be
replaced. Batteries with this condition,
depending on the severity of the
freeze, may accept and retain a
charge and even perform satisfactorily
under a food test. However, after
120 to 150 days in service o reduction
in capacity and service life will become
apparent as the individual plates lose
their active material.
Hydrometer Test
Prior to testing, visually inspect the
battery for any damage (broken con-
tainer, cover, loose post, etc.,) that
would make the battery unserviceable.
Hydrometer floats ore generally cal-
ibrated to indicate correctly only at
one fixed temperature, 80F. The tem-
perature correction amounts to approx-
imately .004 specific gravity, referred
10 as "4 points of gravity." For each
10F. above 80F. odd 4 points, for
each 10F. below 80F. subtract 4
points. Always correct the readings
for temperature variation. Test the
specific gravity of the electrolyte in
each battery cell.
To determine whether a battery re-
quires replacement, a hydrometer test
is first performed. A battery con be de-
termined to be faulty if it foils the
hydrometer test as described in the
following paragraphs. However, if o
battery posses the hydrometer test, it
must then be subjected to o heavy
load test.
Perform the hydrometer test as fol-
lows:
STEP 1 - Clean outside of battery
with a solution of baking soda and
r
3-4
water. Make o visual inspection of
container, covers, and terminal posts.
Remove vent plugs.
STEP 2 - Add water if necessary to
bring electrolyte to the proper level
and apply o fast boosting charge of
approximately 35 amperes for 10 min-
utes. Then toke and record temperature
corrected hydrometer readings. Pro-
ceed to Step 3.
Sil:l'" 3 - Apply o fast boosting
charge of approximately 35 amperes
for 30 minutes. Record temperature
corrected hydrometer readings. If the
cells show o slight or no increase in
hydrometer reading, proceed to Step
4. Otherwise, determine replacement
as follows:
If the variation in temperature cor-
rected hydrometer readings (found in
Step 3) is 30 points or more for the
.\';..:},~,i:J.:J~ cel'l's wifnin o battery -
replace battery.
If one cell logs behind in gravity
and its electrolyte when drown into
the hydrometer is discolored with the
remaining cells relatively clear - re-
place battery.
If the electrolyte in more than one
cell is discolored - replace battery.
A battery in this condition has been
damaged in service by .bsoyY cyc).:ng
or electrolyte has been frozen. When
replacing a battery with damage
caused by heavy cycling, the a lter-
nator should be checked to determine
if it has sufficient output to satisfy the
electrical demands of that particular
cor. Also, the next larger size battery
should be installed, if possible.
If all cells show o more than slight in-
crease in temperature corrected gravi-
ties (with variation within 30 points}
and hove clear electrolyte - battery
probably only discharged, return to
service.
STEP 4 - Sulphated batteries may
be brought bock to serviceable condi-
tion by a slow charge (3 to 4 amperes)
for 48-72 hours. After this charge, all
cells should read at least 1.250 cor-
rected gravity and hove clear electro-
lyte; if not, the battery is not service-
able. ({ the vorfotfon in hydrometer
readings is more than 30 points, the
battery should be replaced.
Heavy load Test
Before performing a heavy load
test, the battery must be fully charged
(Refer to "BATIERY CHARGING").
ElECTRICAl
Turn load control knob of battery
starter tester to "Off" position.
Turn voltmeter selector switch to 16
volt position.
Connect test leads as shown in Fig-
ure 5.
FIGURE 5 - Heavy lDDt.l Yen
Turn load control knob clockwise
until ammeter reading is equal to 3
times the ampere hour rating of the
battery.
150 Amperes for 50 Amp. Hr. Bat-
tery
180 Amperes for 60 Amp. Hr. 8ot-
tery
210 Amperes for 70 Amp. Hr. Bat-
f.."V)'
Maintain load for 15 seconds, note
the voltmeter reading; turn control
knob bock to "Off" position.
If the voltmeter reading was 9.6
volts or higher with the battery tem-
perature at a minimum of 70F., the
battery has good output capacity. If
less than 9.6 volts, replace the battery.
AlTERNATOR
An alternator is on electro-mechani-
cal device producing alternating cur-
rent (AC) which is changed into direct
current (DC) by rectifier diodes.
An alternator differs from o conven-
tional DC shunt generator in that the
armature is stationary, and is called the
stator, while the field rotates, and is
called the rotor. W ith the alternator
construction, the higher current values
invo.'t<ed in the sfofor may be con-
ducted to the external circuit through
fixed leads and connections, rather
than through o rotating commutator
and brushes, as in the DC generator.
The alternator employs o three-
phose stator winding. The rotor con-
sists of o field coil encased between
six poled interleaved sections, produc-
ing o twelve pole magnetic field with
alternating north and south poles. By
rotating the rotor inside the stator,
on alternating current is induced in
the stator windings. This alternating
current is changed to direct current
by diodes and conducted to the output
terminal and regulator terminals.
Only a small amount of current
(approximately 3 amperes) posses
through the brushes to excite the field
windings in the rotor. For this reason
brush life is considerably longer in on
alternator than in a DC generator.
The electrical circuit of the alterna-
tor (fig. 6, illustrates a positive and
negative diode assembly, each incor-
porating three silicon rectifier diodes,
which change the three phose alter-
nating current (AC) produced in the
Sl'otor windings to direct current (DC).
This is accomplished by the charac-
teristic of the diodes to allow current
to flow in one direction only.
Since the diode(s) will pass current
from the alternator to the battery or
load, but will not pass current from the
battery to the a lternator, the alternator
does not require the use of a cut-out
relay.
The e.ledrkal cif\.l.lif's of ttle 37
ampere and 55 ampere a lternators
differ only in the type of stator winding
used. The main circuit drawing of
Figure 6 illustrates the "Delta Wound"
stator winding used in the 55 ampere
alternator. The "Wye Wound" stator
winding of the 37 ampere alternator
is illustrated in the inset.
The field diode assembly incorpo-
rates three small rectifier diodes
mounted on a circuit board. The input
leads of the diodes ore connected to
the stator windings in parallel with
the positive rectifier d iodes. The out-
put leads of the diodes are connected
to the metal grommet in the center of
the circuit board which is secured to
the insulated regulator terminal of the
alternator.
When the alternator is operating,
a portion of the AC current and voJt-
age developed in the stator windings
is rectified by the field diode assembly
and appears as DC current and volt-
age at the regulator terminal. This
voltage is sensed by the voltage regu-
lator to provide excitation current to
rhe rotor (field) winding.
Figure 7 illustrates the four connec-
tions required for al1ernator operation;
 ELECTRICAL 3-5

Stator Winding - Alternator brush life depends pri-

55 Ampere Alternator
marily on the amount of dust and dirt
encountered. Replace brushes when
wear exceeds ~ the original length of
the brush.
Check for clean and tight cable
connections at the battery posts, en-
g ine block and starter relay.

,.,----- ......... Alternator Belt Adjustment

Regulator ~: ~ A belt which has been in service for
Ground {~~ same time should first be inspected for

~'h \_~~)
general condition before attempting
on adjustment. If it is severely crocked
Field or oil sooked it should be replaced.
Diode Install Belt Strand Tension Gouge

:~.;;'
~mbly J-7316-01 or W-283 on the longest
] accessible span, midway between pul-
leys (Fig. 8).
Green w/tracer Stator Winding -
37 Ampere Alternator
Bladt
,...
a
0
Regulator
Harness Connector

l71038

FIGURE 6 - Alternator Circuit

Alternator Identification
The alternator nome plate, riveted
to the rea r housing, contains voltage,
type of ground, serial number, am-
perage rating, and model number in-
formation.
The alternator code is stomped on
the end of the rear housing in Iorge
block numbers.
Example: 185 18
Vendor Year Week of
(Motorola) (1 -1971, Year
2- 1972)

FIGURE 7 - Alternator - Rear View Maintenance

ground, field, regulator and output.
The ground and field terminals of the
alternator connect to o two-terminal
female connector of the alternator wire
harness.
CAUTION: The regulator terminal is
used solely for field excitation ond
should never be used os o source for
running lights or other accessories, os
operation of the voltage regulator
would be adversely affected.
When the engine is serviced, check
the wiring for damage from accumula-
tions of ice or mud. Check the drive
belt for proper tension and other de-
fects such as glozing, crocking, fray-
ing, etc.
Check for misalignment of pulleys
possibly caused by a broken mount-
ing brocket or loose mounting brocket
bolts.
lubrication is not necessary since
the bearings ore sealed.
FIGURE 8- Checking Belt Tension
with Gauge J-7316-01
IMPORTANT: When using J-7316-01
on o notched belt, the middle finger of
the gouge should be in the notched
cavity of the belt.
loosen the alternator mount bolt
and the ad justing strop screw. Move
the alternator away from the engine
by applying pressure at the front
3-6
housing with a suitable tool.
NOTE: A hole is provided in the
alternator mount brocket on V -8 engines
lor adjusting belt tension (Fig. 9}.
Pry Bar Adjusting Hole in Bracket
FIGURE 9 - Adjusting Belt Tension
CAUTION: Do not apply pressure to
the rear housing as damage to the
aluminum costing will occur.
Move the alternator away from the
5-Way Connector
Bollast Resistor
1 tin. '-~I'
I I
FIGURE 10- Alternator Excitation and Indicator Bulb Circuit- Engine Not Running-
CJ-5/CJ-6
ELECTRICAL
engine until the specified tension is
obtained (Refer to Specificat ions).
Tighten the adjusting strop screw and
mount bolt while maintaining the speci-
fied tension.
Field Excitation and
Indicator Bulb Circuit
Since rhere is lfrrle residual magner-
ism in the a lternator, it is necessary to
supply a small amount of excitation
current to the a lternator rotor (field)
winding. The current is approximately
.25 amperes and will cause the indi-
cator light to operate when the igni-
tion switch is turned on. See Figures
10, 11 and 12.
All models have basically the same
method of lighting the alternator ind i-
cator bulb and providing the initial cur-
rent to the a lternator field brush. The
following description is of the Wagon-
eer and Truck circuit. The principles of
operation are the some for all models
a lthough there are same d ifferences
in color coding and instrument cluster.
When the ignition is turned on, cur-
rent is supplied from the ignition switch
" IGN" terminal (green w/trocer) to
the "K" pin terminal of the instrument
cluster (Fig. 12).
From the "K" pin terminal, the cur-
Slip Ring
Rotor
GrMn W / Troc.r
Bleck
r--------------l
IL ______________ JI
- Alternotor Voltoge
Regulator
rent is routed through the printed cir-
cuit to the a lternator indicator bulb
and then continues through the printed
circuit to the "H" pin terminal (grey
wire). Current flows through the grey
wire to the voltage regulator harness
connector where it junctions with an-
other grey wire. The circuit is com-
pleted through the voltage regulator to
the field terminal (green w/trocer wire)
of the alternator, then through the
field windings to the ground brush.
An 82 Ohm resistor, located within
the voltage regulator, is connected in
parallel with the alternator indicator
bulb. In the event of indicator bulb
fa ilure, defective bulb socket or wire,
fie ld current will be supplied through
this resistor by the yellow wire coming
from the "I" terminal of the starter re-
lay when the ignition is turned " On."
The resistor also prevents voltage feed-
back through the ignition switch to the
battery when the alternator is charg-
ing.
When the a lternator is operating,
the voltage regulator senses voltage
at the regulator terminal (grey wire)
and automatica lly provides the correct
current to the field terminal (green
w/tracer wire) of the a lternator (Fig.
13).
Negative Diode
Alternatw Assembly
Voltage Regulotor
Ground Terminal
I
I
I
I
172202
 ELECTRICAL 3-7

Positive
Diode Alternator
Assembly

5-Way
Connedo!
Red_

Voltage Regulator
Ground Terminal
.,c::
..
To Starter 0
Motor
Green W/Tracer
Black

,--------------l
-
Ballast
Resistor

Instrument
lgn. Coil

I
I
I
I
Cluster Pin
Indicator Terminals I
Bulb IL ______________ JI
Gray

- Alternator Voltage
Regulator l72201

FIGURE 11 -Alternator Excitation and Indicator Bulb Circuit - Key On - Engine Not
Running - Commando
Alternator
Positive Diode Assembly

Voltage Regulator
Ground Terminal
f
To Starter
Motor
Green W /Tracer
Black

,--------------l
lgn. Coil
I
Ballast I
Resistor I
I
Instrument Cluster Pin Terminals
I ______________ J:
L
-
Gray
Alternator Voltage
Regulator l72199

FIGURE 12- Alternator Excitation and Indicator Bulb Circuit - Key On- Engine Not
Running- Wagoneer and Truck

This same voltage, through a junc- alternator ind icator bulb. opposite side of the indicator bulb. The
tion at the voltage regulator harness Alternator output voltage is applied output and sensing voltages are nearly
connector, is applied to one side of the through the ignition switch to the equal, therefore, the bulb will go out
 3-8 ELECTRICAL

Positive Diode Negative

Aaembly Alternator Diode

I Aaembly
/

Yellow

Voltage Regu lator

Ground Termina l
Field
t
To Starter
Diode
Assembly
Motor
GrHn W/ Tracer
Black

,--------------l
lgn. Coil
I
I
Ballast I
Instrument Resistor
Cluster Pin I
Terminals I
Alt. "Bat." Alt. Regulator ....__ _ _ _ _ _ _ _ _ _G_r_ry.:...__ _ _ _ _ _- . . J
I ______________ JI
L
Terminal Voltage Terminal Voltage -
Applied Here Applied Here Alternator Voltage Regula1or
172200

FIGURE 13 - Excitation and Bulb Circuit- Engine Running- Wagoneer and Truck Shown

since iittle or no current will flow

through the bulb.

Charging Circuit
The charging circuit consists of three
main components, alternator, battery
and the voltage regulator (Fig. 14).
Charging of the battery is accom-
plished by supplying current directly
from the alternator output terminal
Regulator Ground Terminal
(heavy yellow wire) to the battery,
using the starter relay as o junction
point. The positive ( +) battery cable
joins the heavy yellow wire at the
relay. The alternator is grounded to
the engine to complete the return cir-
cuit to the negative (- ) side of the Voltage Regulator
battery. The amount of charge the To Stoner Motor ~
-- -- ---- -- ----+--- - -- . .
battery receives depends upon the
state of charge and internal condition l
of the battery, proper operation of the
voltage regulator and the amount of
To lg nition Switch
To
Starter Relay
j
current consumed by other loads such
as heater, lights, etc. I
I
The remainder of the charging cir- I
I
cuit, that is, voltage regulation and To " Ait" Indicator Bulb-------" I
I
field current control is outlined under Gray I ~~--~--+---~ 1

"Voltage Regulator." L------- - -- - ----- - - ---- -- --~

l71041

FIGURE 14- Charging Circuit - Wagoneer and Truck Shown

Alternator Noise Diagnosis
or misaligned pulley, worn bearings Test Equipment
Alternator ncise is usually caused by or a shorted rectifier diode (indicated
one of the following conditions: loose by high pitched whine). Vcrious types of charging system
 ELECTRICAL 3-9

CHARGING SYSTEM DIAGNOSIS GUIDE

ALTERNATOR INDICATOR BULB OPERATION

Disconnect wire at regulator

High resistance in circuit
Check for loose or worn terminal of alternator.
between indicator bulb and
drive belt. Check wire con-
starter relay. Defective
nections at alternator and
field diode assembly.
regulator.

Shorted positive recifier d i-

ode in alternator.

Test battery Perform alternator output

recharge test (voltage regulator in
as required. circuit)

Perform alternator output

test (field control in cir-
cuit)

Stop engine. Perform field

draw test.

Remove alternator for fur- Remove and inspect brush

ther testing. assembly.

Remove alternator for fur-

ther testing.
...

3-10 ELECTRICAL

I BATTERY CO N DITIO N I
i
i ~
I Undercharged
(Requires frequent charging)
I I Overcharged
(Requires adding water frequently)
I
~ ~
IChec.k alternator belt tension adjust if
requ1red
I I Check battery case for leaks. Re-1
place if defective.

I
Check battery cables and connections I I
!
Perform battery heavy load test I
i ~
~ i ~ l
Cables and connections OK I I Defective coble(s) or connection(s) I l Battery OK J I Battery foils test I
~ ~ ~ ~
Turn off all electrical equip-
ment. Connect ammeter be-
I Replace defective coble(s).
Clean and tighten connection(s).
I Test voltage regulator ( I Replace battery I
tween positive battery cable
and post. '
~
~
No ammeter reading
IAmmeter reading
obtained
Voltage high-Check com-
plete charg ing
ground circuit
system

Perform battery
heavy load test.
Replace battery if it
foils test.
Remove fuses one at o time
to locate circuit causing om- Voltage remains high -
meter reading. Repair as re- Replace voltage regulator
qui red.

!
I Perform a lternator output tests I
~
J i
I Output OK I ILow or no output I

Test voltage regula-
tor. Replace if re-
!
Repair alternator OS

quired. required

J
Test voltage regula-
tor. Replace if re-
quired.
 ELECTRICAL 3-11

testers are available to perform the

alternator and regulator tests outlined
in the following paragraphs. However,
identical results may be obtained re-
gard(ess of which type is used. for
illustration purposes, an early design
type tester and connections ore shown.
If a later design type tester is used,
follow the particular manufacturer's
operating instructions. Set to Negative Ground

Set to Direct Position

Alternator Output Test
(Voltage Regulator In Circuit)
Prior to testing, check the alternator
belt for proper tension.
Turn off oil electrical equipment
prior to performing charging system
tests.
Disconnect the positive battery cable
and install o battery post adopter at
the positive post. Install the discon-
nected positive cable on the adopter
post. If the battery post and cable ore
corroded, they must be cleaned prior
to installing the adapter to assure ac-
curate test results.
Turn ground polarity switch to the
"negative" (-) position. Turn voltage
selector to the "16 volt" position. Turn
the load control knob counterclockwise
to the "direct" position. Connect the
test leads as shown in Figure 15.
Close the battery post adopter
switch and start the engine. Open the
adopter switch, set the engine speed
to 2000 RPM and allow the alternator
and regulator to worm up to operating
temperature before proceeding with
the test.
Turn the load control knob slowly
clockwise until the highest ammeter
reading is obtained (Fig. 16). This
reading should be within 10 amperes
of the rated output of the alternator
being tested.
Total output depends on the oper-
ating temperature of the alternator
and regulator. Refer to the curve
charts at the rear of this section for
temperature-output relationship.
If this amperage reading is ob-
tained; it indicates that the alternator
is operating satisfactorily and the volt-
age regulator is supplying field cur-
rent. However, the operating voltage
of the regulator must be checked to
ensure against excessive field current
which would cause overcharging of the
battery. Proceed directly to "Voltage
Regulator Test."
If the amperage reading is not
Set to 16 Volts
Close Switch to Start Engine,
Open Switch to Moke Tests --._
Battery Post Adopter
FIGURE 15- Charging System Tester Connections
AMIIETIR COifliOI. KNOB
l700l
FIGURE 16 - Alternator Output Test
within 10 amperes of the rated out-
put of the alternator, it must be de-
termined whether the alternator or
voltage regulator is defective. This is
accomplished by using a manually
controlled field rheostat to regulate the
strength of the alternator field current
as outlined in the following para-
graphs.
Alternator Output Test
(Field Control In Circuit)
With the engine stopped, disconnect
the field and ground wire multiple
connector from the alternator. Connect
_ _ Neg. Voltmeter
lead (Block)
Positive
l l ' - - - Voltmeter
lead (Red)
Ground
Jumper Lead J-21 053 to the field
terminal.
CAUTION: Be sure iumper lead is not
mistakenly connected to the ground
terminal.
Rotate the field control knob to the
"open" position. Connect one test lead
to the jumper lead and the other lead
to the alternator output terminal (Fig.
17).
Close the battery post adopter
switch and start the engine. Open
the adopter switch and set the engine
speed at 2000 RPM. Rotate the field
control knob slowly clockwise until the
highest ammeter reading is obtained.
Be sure to observe the voltmeter dur-
ing the test and do not allow the
voltage to exceed 16 volts.
Stop the engine. Connect o jumper
wire between the ignition coil negative
terminal and o good ground. Turn the
ground polarity switch to the "positive"
( +) position and turn on the cor igni-
tion switch. Add the ammeter reading
 3-12
J-21053
Multiple Connector
FIGURE 17 - Alternator Test With
Externa l Field Control
(ignition draw) indicated to the read-
ing obtained during the output test.
The total reading should be approxi-
mately the some as the rated output of
the alternator.
NOTE: Normal ignition draw should
not exceed 5 amperes. Higher amper-
age readings usually indicate additional
accessory items have been connected
to the ignition circuit.
Output amperage will vary accord-
ing to temperature. Amperage will be
higher at low temperatures and lower
at high temperatures.
If output amperage is satisfactory
during this test, the a lternator is op-
erating properly. Proceed directly to
"Voltage Regulator Test."
If OLtput amperage is low or un-
steady during this test, the alternator
is defective. However, it may not be
necessary to remove the alternator for
repair as the problem may simp ly be
worn, dirty or sticky brushes. The con-
d ition of the brushes, slip rings and
rotor field w ind ings con be checked by
measuring current draw through the
field circuit as outlined in the following
paragraphs.
Field Draw (Amperage) Test
Turn the ground polarity switch to
the "positive" ( +) position. W ith the
ignition turned off, battery post adop-
ter switch open and a ll test leads con-
nected as in the previous test, rotate
the field control knob to the "direct"
or full clockwise position. Observe the
ammeter, it should indicate approxi-
mately 2 amperes. Turn the rotor
slightly and note any variation in the
ammeter reading. If the reading varies,
ELECTRICAL
the brush contact surfaces and the
slip rings require cleaning. Use a fine
crocus cloth for this purpose. The slip
ring surfaces con be cleaned through
the brush assembly opening while
turning the rotor.
If the reading is too high or too
low, remove the brush assembly, vis-
ually inspect for o defect and perform
a continuity a nd insulation test as out-
lined under "Brush Assembly."
Replace the brush assembly if re-
quired and recheck the field draw.
If the field draw remains too high
or too low after determining that the
brush assembly and slip rings ore in
good condition, remove the alternator
for further testing of the rotor field
windings.
Field Diode Test -
On the Vehicle
A field d iode assembly w ith one or
more of its d iodes completely opened
or shorted will cause reduced a lter-
nator output and require a lternator
disassembly to unsolder the diode
leads for testing.
This test is designed to quickly check
the field d iode assembly for marginal
defects which ore not affecting a lter-
nator output but may be the cause of
the a lternator ~ndicotor bulb glowing
dimly.
Before testing the field d iode assem-
bly, perform on alternator output test
to determine if the alternator is oper-
ating at its rated output. Refer to
"Alternator Output Test (Field Circuit
Manually Controlled)."
Select a tester incorporating a multi-
range voltmeter and ad just the meter
to the high range. Refer to F.igure 18
for proper meter connections. Start the
engine, operate at idle speed w ith all
lights and accessories off. Adjust the
meter to the low scale. The reading
obtained is the voltage drop (caused
by resistance) through the field d iode
assembly .
If the voltmeter reading is over .6
volt and alternator output was deter-
mined satisfactory in on earlier test,
replace the field d iode assembly. Refer
to "Field Diode" for replacement pro-
cedure.
VOLTAGE REGULATOR
The voltage regulator is on elec-
tronic switching device which senses
Battery-Starter Tester
FIGURE 18 - Measuring Voltage Drop
(Resista nce) at the O utput a nd
Regulator Termina ls
voltage at the a lternator regulator
terminal. The regulator automatically
provides the amount of field current
required by the a lternator to maintain
the specified system voltage at the
a lternator output (Bot.) terminal under
a ll electrical load conditions (Fig. 19).
A Zener diode, a thermistor, two
switching transistors, two protective
diodes and o series of calibrating re-
sistors ore incorporated in the voltage
regulator circuit.
The Zener diode is sensitive to volt-
age changes and will conduct at a
predetermined voltage va lue. The
thermistor serves to tailor the Zener
d iode action in accordance w ith regu-
lator ambient temperature changes.
This provides higher system voltage
during cold weather and lower system
voltage during hot weather.
A .17 Ohm resistor is a lso incor-
porated in the regulator to compen-
sate for sudden load changes in the
charging system.
The voltage regulator in reality
has two basic circuits; a "load" circuit
and a "control" circuit.
The load circuit utilizes a Iorge out-
put transistor to corry field current
through the regulator. This transistor
will conduct the heavy field current as
long as the emitter and collector ele-
ments ore positive and the base ele-
ment is negative w ith respect to the
emitter element. The transistor then
acts much like a "turned on" switch.
The control circuit utilizes a driver
transistor which is much smaller than
the output transistor. This transistor will
conduct whenever the Zener d iode is
conducting. The collector element of
the driver transistor is connected to
the bose element of the output transis-
tor. When the driver transistor is con-

Harness
Can nectar
Ground ---~-~BI~ac~k:__.
Field ----~G~r~ee~n-l.
Ignition
(Auxiliary Feed) -___:Y.::el:.::
lo:..::w~-l- ~1-!-4..,_"""'N--,
Alternator
Sensing Voltage-orange
,.e ._<
To Alternator .----:;,c;~--
A.,.<o"
Indicator Bulb 0 ~11
FIGURE 19 - Voltage Regulator Circuit
ducting, the output transistor stops con-
ducting or is "turned off." As a result,
the current flow to the rotor field
winding is stopped and the system
voltage drops. The declining voltage
causes the Zener and driver transis-
tors to stop conducting and the output
transistor is turned on again, restoring
current flow to the rotor field winding.
This switching action occurs several
thousand times per second to maintain
the proper system voltage value.
Voltage Regulator Test -
In Circuit
With engine speed at 2000 RPM,
battery post adopter switch open and
all test leads connected as shown in
figure 10, turn the load control knob
to the ~ Ohm position (fig. 20). Ob-
serve the voltmeter; it should read
13.8-14.2 volts at 80f.
IMPORTANT: The voltage setting of
the regulator will vary due to higher or
lower underhood temperatures. Refer to
''SPEC/FICA T/ONS."
The voltage regulator setting cannot
be changed, therefore, if the voltage
is not within the limits specified for a
certain temperature, replace the regu-
lator.
Voltage Regulator Test -
Out of Circuit
A commercia l tester is available for
testing transistor voltage regulators on
or off the cor. The tester shown in Fig-
ure 21 will register internal defects
and show maximum voltage regulator
setting.
ALTERNATOR - COMPONENT
TEST and REPLACEMENT
Brush Assembly - Replacement
The brush assembly con be removed
ELECTRICAL
Output
Transistor
Driver
Transistor Thermistor
%OHM
'IOI.TIIffiR L70042
FIGURE 20- Voltage Regulator Test
sistance reading should not vary when
FIGURE 21 -Voltage Regulator Test
- Out of Circuit
with the a lternator on the cor. Remove
the two self-topping screws and cover.
Pull the brush assembly bock just
enough to clear the locating pins and
then tip the brush assembly away from
the housing. Do not attempt to pull the
brush assembly straight away from the
a lternator as one of the brushes may
drop down between the slip rings and
become broken.
The complete brush assembly is
available for replacement (Fig. 22).
3-13
Insulated Brush (C)
-..._~
I Grounded
,/Brush (E)
'i- - .......
t Bracket
../ <Dl
/
Field Termina l (A) ......._ 65040
FIGURE 22- Brush Assembly Test
Brush Assembly
Insulation Test
Connect on Ohmmeter or a test bulb
to the field terminal and brocket. Re-
sistance should be high (infinite) or test
bulb should not light. If resistance is
low or test bulb lights, brush assembly
is shorted and must be replaced.
Continuity Test
Connect on Ohmmeter to field ter-
minal and insulated brush. Use on
alligator clip to assure good contact to
brush at test points A and C (fig. 22).
CAUTION: Do not chip brush.
Resistance reading should be zero.
Move brush and brush lead wire to
make certain that the brush lead wire
connections ore not intermittent. Re-
the brush and lead wire are being
moved. Connect Ohmmeter to bracket
and grounded brush, test points E and
D (Fig. 22). Resistance reading should
be zero.
Rear Housing Removal and
Installation
To ensure correct housing alignment
during assembly, scribe a line across
the front housing, stator, and rear
housing (Fig. 23}.
Remove the brush assembly.
Remove the four through bolts and
nuts. Very carefully separate the rear
housing and stator from the front
housing by using two screw drivers to
pry the stator from the front housing
at two opposing "through bolt" slots
(Fig. 24). Do not burr the stator core
to ovoid difficulty during assembly.
CAUTION: Do not insert screw driver
blades deeper than 1/ 16" to ovoid dam-
aging stator windings.
 3-14
Insulator Washer
ond Sleew
FIGURE 23 - Disassembled View - 37 Ampere Motorola Alternator
FIGURE 24 - Rear Housing Removal
Rear Housing Installation
Align the scribe marks previously
marked on the front housing and stator
assembly. Check that insulating wash-
ers ore installed on the regulator and
battery post terminals. The attaching
posts on the negative diode assembly
ore not insulated. Install the rear hous-
ing. Install the four through bolts and
tighten securely. Install the nylon bush-
ings, insulating washers and hold-
down nuts on the battery and regulator
terminal studs. The regulator stud also
receives o spade connector and on-
other hold-down nut.
Turn the rotor and check for free
movement. Before installing the brush
assembly, check the slip rings for any
ELECTRICAL
Woodruff
- .... \ L
"-..
0
"0 " Riftg
Rear korong
Negatiw Diode AsMmbly
Positive D1ode Assembly
grease or grime and clean if neces-
sory.
Stator and Diode Assembly
Removal
Remove the brush assembly and the
rear housing.
Remove the four lock nuts and insu-
lating washers. The insulating washers
and nylon sleeves ore used to insulate
the positive plate studs from the hous-
ing. With these four nuts removed, the
stator con be separated from the rear
housing by hand.
Do not unsolder any stator to diode
wire junction. Remove stator and di-
odes os on assembly. Avoid bending
stator wires ot each junction when
removing the positive and negative
diode assembly from the housing.
Stator In-Circuit Test
When making the in-circuit stator
leakage test, some consideration must
be given to the rectifier diodes that ore
connected to the stator winding. The
rectifier diode assemblies will conduct
in one direction when properly polar-
ized. A shorted diode in the rectifier
diode assembly would make the stator
appear to be shorted. For this reason,
the rectifier diode plate assembly and
stator must be checked individually
after alternator has been disassembled
if the test shows o defect.
CAUTION: Use Diode Continvity
Light Tool J-21008 or o D.C. test lomp.
Do not use o 120 volt test lomp as di-
odes will be damaged.
Connect the test lead to o diode ter-
minal and ground the other test lead
(Fig. 25).
Split Spring
Washer
Front koring f
i-,..
"'-'
rant .__ng
Nut
l71049
Reverse test probes. The tc::st bulb
should light in one direction but not
in the other direction.
If the test bulb does not light in
either direction, this indicates that oil
three rectifiers in the negative diode
assembly ore open.
If the test bulb lights in both direc-
tions, the stator winding is shorted to
stator, or one of the negative rectifier
diodes is shorted. Check stator ogoin
when stator is unsoldered from diode
assemblies.
Remove the stator and diode assem-
blies from the rear housing after re-
moving the rear housing. Note the
diode assembly to stator wire connec-
tions; being certain replacement diodes
ore connected to the some wires. The
positive diode assembly has red mark-
ings and the negative has block mark-
ings. Do not interchange.
Stator Short Test
This test checks for shorts between
the stator coil windings. To make the
test, the winding junctions must be
separated os shown in Figure 26. An
Ohmmeter or test lamp may be used.
Stator load Test
This test is performed with the di-
odes unsoldered from the stator leads.
Tools required ore o voltmeter, om-
meter, o variable load control and o
fully charged 12 volt battery. Refer to
Figure 27 for the test.
Connect the negative battery lead
to any one of the three stator winding
leads. Connect the positive battery
lead to o variable load control.
Connect the remaining load control
lead to either of the other two stator

Negative
Diodes
FIGURE 25- Stator In-Circuit Test - Without Disassembling Alternator
Stator Coil Windings
FIGURE 26 - Stator Coil Short Test -
Coil to Core
leads.
Connect a voltmeter to the same
two stator leads and adjust the load
control to draw 20 amps. Allow the
windings to heat up for approximately
15 seconds, then note the voltmeter
reading. It should not exceed 4.2 volts
for a 37 ampere alternator, or 7.7
volts for a 55 ampere alternator.
Reduce the amperage draw to zero,
disconnect the voltmeter and load con-
trol test leads from the stator lead and
connect to the other remaining stator
lead. Apply a 20 amp. draw, and
ELECTRICAL 3-15
Connect the Ohmmeter leads to the
diode terminal and diode heat sink,
then reverse the test leads.
NOTE: To test field diodes, connect
one Ohmmeter lead to the diode ter-
minal ond the other lead to the center
of the circuit board.
The Ohmmeter should show infinity
in one direction and show low resis-
tance in the other. If the Ohmmeter
indicates low resistance in both di-
rections, the diode is shorted; high
resistance in either direction, the diode
is open. Test the remaining diodes of
the assembly in the some manner.
The resistance of all diodes within
an assembly should not vary more
than two Ohms. (Reverse resistance
- all diodes disconnected.) Replace
the complete diode assembly if the
variance in resistance exceeds two
Ohms.
NOTE: Exact resistance values are
not given for the negative, positive and
field diodes as readings may vary some-
what even between like model testers
71064 due to differences in the tester battery
condition.
When soldering or unsoldering leads
20 Amps Orow
from diodes, grasp the diode lead
with a pliers between the diode and
the stator lead; a small amount of
water soaked cotton may also be used.
This will assure heat dissipation and
protect the diode. Do not exert ex-
cessive stress on the diode lead. Use
Variable Load Control only rosin core solder.
Field Diode Removal
When the stator and diode assembly
is removed from the rear housing
(housing separated from alternator)
the field diode assembly (Fig. 28) is
MAXIMUM MAXIMUM VARIANCE accessible. Remove the nylon sleeve
ALTERNATOR VOLTAGE DROP BETWEEN WINDINGS
and insulating washer from the regu-
37 4.2 .6 lator stud. Remove the hold-down nut
55 7.7 .4 and unsolder leads.
l72028
Test the field diode as described
FIGURE 27 - Stator load Test
under "Diode Assembly Tests."
note the voltmeter reading. Variance
between each winding must not ex- Rotor Remova l
ceed .6 volt for the 37 ampere alter-
The rotor should require removal
nator, or .4 volt for the 55 ampere
from the front housing only if there
alternator.
is a defect in the field coil itself or in
the front bearing.
Diode Assembly Tests Front and rear bearings ore per-
An Ohmmeter will test more ac- manently lubricated and sealed. If the
curately for partially shorted diodes. rotor must be removed, use a double-
3-16
Positive Diode
Assembly
Negative Diode
Asambly
I 110 volt test lamp. Place one test
Attaching
Stvds
71063
FIGURE 28 - Stator a nd Diode
Assembly
jaw puller to remove the pulley. The
split ring washer must be unseated by
inserting Tool J-21157 through the
opening in the front housing and com-
pressing the washer while exerting
pressure toward the rotor (Fig. 29).
Remove the washer only after the rotor
and front bearing hove been removed.
The rotor and front bearing con be
removed from the front housing by
topping the rotor shaft lightly.
FIGURE 29 - Removing Split
Spring W asher
NOTE: The split spring washer must
be removed from its retaining groove
before attempting to remove the front
bearing from the front housing.
Rotor - Bench Test
(Field Coil Test)
The rotor should be tested for
grounds and shorted turns in the wind-
ELECTRICAL
ing. The ground test is mode with the
test probes connected in series with a
probe on a slip ring and the other on
the rotor core. If the bulb lights, the
rotor winding is grounded.
To test for shorted turns, check ro-
tor field current draw as shown in Fig-
ure 30. Slowly reduce resistance of
rheostat to zero.With full battery vo lt-
age ( 12.6 -+- .2 volts) applied to field FIGURE 32- Removing Rear Bearing
coil (rotor), the field current should
be 1.8 amperes minimum to 2.5 om- hub of front housing. Support front
peres maximum. Excessive current draw housing and using Bearing Installer
indicates shorted turns in the field C-3858, apply sufficient pressure to
windings. outside race of bearing to seat bear-
ing as shown in Figure 33.
Rheostat
Rotor 8cttery
l700.U
FIGURE 30 - Field Coil Test
Front and Rear Bearing
Remova l
Remove the rotor from the alter-
nator.
The bearings ore removed from the
rotor as shown in Figures 31 and 32,
using Tools C-4068 and C-3936.
FIG URE 33 - Installing Front Rotor
Bearing
Install rear rotor bearing as shown
in Figure 34.
Insert the split spring washer into
hub of front housing and use Tool
J-21157 to seat washer into groove of
hub (Fig. 29).
CAUTION: Do not use a screw driver
or any small object to compress washer
FIGURE 31 - Removing Front Bearing that con slip off and damage bearing
seal.
Front and Rear Bearing and
NOTE: Make certain that the split
Front Housing Installation spring washer has been installed prior
Clean bearing and inside of bearing to assembling front housing and rotor.

Rear Bearing
Installer
Tool C-3935
FIGURE 34- ln.stalling Rear Rotor
Bearing
Install fan and pulley spacer, Wood-
ruff key, fan and pulley.
Use a 7/ 16" socket or Tool C-3935
to fit the inside race of the rear bear-
ing and apply sufficient pressure to
drive bearing against shoulder of rotor
shaft.
Install the hold-down nut on the field
diode assembly and tighten securely.
Install the fiber washer on the regu-
lator and battery terminal studs.
Install the brush assembly. The as-
sembly is now ready for installation.
STARTER SYSTEM
Starter System Circuits
The starting system includes the
starter motor and drive, battery, starter
relay, starter switch (ignition switch),
and the necessary cables and wiring to
connect the components. A starter
safety switch, on vehicles equipped
with automatic transmissions, prevents
operation of the starter in all selector
positions except N (Neutral) and P
(Park).
NOTE: All models equipped with an
automatic transmission hove o combina-
tion neutral start-bock up light switch
mounted on the steering column (Fig.
35}. When equipped with o manual
transmission, the neutral start wires ore
connected together resulting in a direct
connection between the ignition switch
and the starter motor relay "S" terminal.
A low and high current circuit make
up the starting system and is shown in
Figure 36. The low current is the con-
trol circuit and includes the connections
and wires from the ignition switch to
the "S" connection at the starter re-
lay. This circuit activates the sole-
ELECTRICAL 3-17
Ignition Feed light Blue is not in use, one of the field coils is
to Back-Up lgn ition Switch to connected directly to ground through
light Switch Neutral Safety Switch
a set of contacts (Fig. 37). When the
starter is first engaged, a heavy cur-
rent flows through the grounded field
coil actuating a movable pole shoe.
The pole shoe is attached to the starter
drive actuating lever and thus the drive
is engaged with the flywheel.
When the movable pole shoe is fully
seated, it opens the field coil ground-
ing contacts and is connected in
parallel with the other pole shoes
while the armature is rotating. A hold-
ing coil is used to maintain the mov-
able pole shoe in the fully seated
light Blue position during the time that the starter
Green W/White Neutral Safety Switch
Tracer to Frame Harness is cranking the engine.
l72204
FIGURE 35 - Back-Up, Neutral Start Starter Motor Identification
Switch - Automatic Transmission
The starter motor identification code
is stamped on the frame below the
noid in the starter relay and closes the
Jeep part number at the time of manu-
switch to complete the high current
facture.
circuit. The high current circuit is from
Date code example:
the battery through the starter relay
switch to the starter motor to ground. F c
The "STARTER MOTOR DIAGNOSIS Year Month Week
GUIDE" may be used to trace the (197 1) (June) (3rd Week)
source of the problem whenthe starter
will not crank the engine or cranks The letter "I" is never used in starter
coding.
slowly.
If the starter motor cranking speed
is normal and the engine does not Current Draw Test -
start, the problem usually can be On Vehicle
found in the fuel or ignition system.
Prior to performing a current draw
test, the battery must be fully charged
Starter Motor Operation
as described under "Hydrometer
The starter has an integral positive Tests."
engagement drive. When the starter Disconnect the wires at the "S" and
Starter Safety Switch -
Automatic Transmission Equipped- oooooo
Manua l Tra nsmission +
has external
by-pass (except CJ-5/CJ..S)
Starter Motor
Commando, Wagoneer
and Truck
With Manual - - - - '
Transmission
- To Distributor
Lt. Blue Ballast Resistor
l72198
FIGURE 36 - Starter Circuit Wiring Diagram
3-18 ELECTRICAL

-~----11+ ~----~
windings, worn bushings (rubbing or-
mature) or bent armature shaft. This
Battery
test is run with the starter on the
bench.
To Neutrol
Stort - Bock-Up NOTE: Load control knob must be in
light Switch
the "Decrease" or extreme counter-
Moin Fnd Wire Starter clockwise position.
Starter Motor

~erm~~~---------------------J ,
Contoct Disc Operate the starter with the test
---- equipment connected as shown in Fig-
1
I
I
I
I
I
l Pull In Coil 1 ure 39 and note the voltage reading.
I
~----J '-----, I Starter
I
:
I
I
Determine the exact starter RPM using
: Motor I
I a mechanical tachometer (not shown).
I
I I Disconnect the starter from the bottery.
VRelay I
I
I
t
I
Pullin I
I I
~ Coil I
I I
I
Relay < I
I I
Ground I
I
.J
I
I
I
I
I
I
To lgnirion I
Coil (Ignition

s
By-Pass)
Ji I
I
I
I
I
I
Ignition
Switch ''I
I
t I
~-------------------------------~
l721~1 +
FIGURE 37 - Wiring Diagram - Starter Motor 000000
Battery
"I" terminals of the starter relay sa
that the engine will not start.
Connect the remote control starter
switch between the positive battery
terminal and the "S" terminal of the
starter relay.
Connect the bottery-starter tester
leads as shown in Figure 38. Operate
the remote control starter switch and Starter 170050

read the voltage indicated on the volt-

meter while the starter is cranking the
engine.
NOTE: Do not operate for more than
15 seconds.
Turn the remote control starter
switch off. Turn the load control knob
clockwise or to "Increase" until the
voltmeter reading is exactly the same
as it was when the starter was crank-
ing the engine.
Read the current draw on the am-
meter scale; this is the currerlt being
used by the starter under full load
conditions. If the current draw is not
within specification, 180-220 Am-
peres at room temperature, remove the
starter motor from the engine for
bench testing.
FIGURE 39 - Starter Motor No-Load
Test
+
0 0 0000
Turn the load control knob "clock-
wise" (Increase) until the voltmeter
reading is exactly the same os it was
with the starter connected to the bat-
I
tery. The starter no-load specification
is 65 amperes at 9250 RPM.
If the ammeter reading at no-load
To lgn.
Starter speed is below specifications, the
Switch 170049
starter has high electrical resistance
FIGURE 38 - Starter Motor Current and should be repoired or replaced.
Draw Test If the ammeter reading is higher
than specified and the starter is run-
ning slower thon it should, the starter
No-load Test should be disassembled, cleaned, in-
The starter motor no-load test will spected and tested as outlined in the
indicate such faults as open or shorted following paragraphs.
 ELECTRICAL 3-19

STARTER MOTOR DIAGNOSIS GUIDES

STARTER CRANKS ENGINE SlOWLY

Check battery and starter cables for electrical can-

nections and circuit resistance. Clean or replace
corroded cables. Perform banery tests.

J
! J
I Battery O.K. I I Battery Fails Test(s) J
J
J Charge or replace defective banery. J

Starter Current and

Voltage Draw Test
I

J Current Draw Low J
J
I Current Draw High I

lRemove and test starter.! +
Remove and test starter.
Check engine for excessive functional
drag or coolant in cylinder(s).

ENGINE WILL NOT CRANK

Test Battery
Check Starter Cables

Charge or replace defective bonery.

Check Starter Relay Operation. Ref~ to "Starter Relay Tests."

Starter Spins But Will Not Cronk Engine

Remove starter ond check starter drive

ond ring gear teeth.
3-20 ELECTRICAL

Disassembly Inspect the armature shaft and the shown in Figure 41. If the test light
two bushings for scoring and excessive glows, the field windings ore grounded
Refer to f igure 40 for ports identi- wear. and must be replaced.
fication. Inspect the drive assembly pinion Remove the retaining serews and
Remove the brush cover bond and gear for damage. ground brushes from the starter frame.
protective tope, drive yoke cover and Straighten the tabs of the solenoid
NOTE: The entire circumference of
go.sket. coil retaining sleeve and remove
the ring gear must be inspected for
Remove the brushes from the brush sleeve.
damage when the teeth of the drive
holders. Remove the three field coil retain-
osembly pinion gear ore damaged.
Remove the through bolts, drive end ing screws, using Tool J-22516 and on
housing and drive yoke return spring. Check the drive assembly clutch by arbor press. The arbor press should
Remove the pivot pin a nd starter grasping and rotating the pinion gear. be used to prevent tool slippage.
drive yoke. The gear should rotate freely in one Unsolder the field coil leads at the
Remove the armature and drive as- d irection and lock up in the opposite terminal screw and at the solenoid
sembly. direction. connection. It requires a considerable
Remove the brush end plate. Check the brush holders for broken amount of heat to unsolder the leads.
Cover~ Sol.noid A heavy duty soldering iron or o pro-
~ Point Assembly pone torch with a small flame is
Go.ltet~v recommended. Remo~te the f..e!d c<:>ib
SIHve-......_ ~ !~nol and pole shoes from the starter frame.
St arter Drive ~ ~ ...,..,. Cut the insulated brush leads as
Piot Pin ~
Y It close to the field coil connection os
0 e
Sta rter Frome
' '-"!
""'- _ .:-.iffD
- \ possible .
... ""'"'(' (!@@
Armature ,1 The solenoid point assembly need
~ .- . not be removed unless defective.
~~ ~--~~
Drive End Return Spring i . ....- Screw
Field Coil Replacement
sing J ~~
Hou~ ti!i2.. ~ .-.- .- ~~::~
~\) \ ~ -~:::f Solder new insulated brush lead clip
S.OI
,
0t ..1(\'o\'f -;:;i ~\)~" ., to field coil connecting strop, use rosin

i
--
~ ~td .- G~
" ~t~ ~
V ~ ':(j ~
1 Re~in;_..-..- , S_!OP
Ring
O<' .........- /
. - a.._,~
"
(.'\\~
~
t
Through Bolt
core solder.
Position field coils in starter frame,
install retaining screws and tighten se-

(.-- @~ ~
Bushing annh End Plote
curely using Tool J-22516 and on
~ ~le Shoe Brush Spring arbor press.
. ~ lnuloted lrush
Solder field coil leads to starter ter-
'-- . \ minal screw and solenoid connection.
Use rosin core solder.
luhing Cover / field Coil
Bond l71050
Install lower ground brush lead ond
FIGURE 40 - Disassembled View of Starter Motor retaining screw.
Cut the upper ground brush lead os
Cleaning and Inspection springs and the insulated brush hold- close to the threaded terminal block
ers for shorts to ground. Tighten any as possible. Place unthreoded termi-
Use a brush or a ir to clean the nal of replacement ground brush un-
rivets that may be loose. Replace the
starter frame, field coils, armature,
brushes if worn to Y4 inch in length. der threaded terminal of solenoid
drive assembly and drive end housing. ground lead and install longer retain-
Check the brush spring tension. Re-
Wash all other ports in solvent and ing screw conta ined in the brush kit.
p lace the springs if the tension is not
dry the ports. Install the solenoid coil retaining
within specified limits; 40 ounces mini-
Inspect the armature windings for sleeve and bend the tabs to properly
mum.
broken or burned insulation and un- secure the coil.
Inspect the field coils for burned or
soldered connections.
broken insulation and for broken or
Check the armature for open cir-
loose connections. Check the field Solenoid Contact Assembly
cuits and grounds as outlined in "Arma-
brush connections and lead insulation. Replacement
ture Test Procedure."
If the commutator is d irty, it may To replace the contact assembly
Field Grounded Circuit Test
be cleaned with No. 00 or 000 sand- with the replacement kit, proceed as
And Field Coil Removal follows.
paper. Never use emery cloth to clea n
the commutator. This test will determine if the field Remove starter components until
If the armature commutator is worn, winding insulation has foiled permit- starter appears as in Figure 41.
out-of-round (.005" or more) or has ting a conductor to touch the frame. Refer to Figure 42 for ports identi-
high insulation, it should be turned Grounded field windings con be fication.
down on a lathe. detected by connecting test leads as Unsolder the contact post from the

FIG URE 41 -Field Grounded Circuit Test
Contact Spring and Retaining Sc:rew
Ground Brush Assembly
/ IM'I"'I"
Washer
.020"-.100"
(.508-2.54mm)
Clearance
Solder Connector Strap
to Contact Post l71097
FIGURE 42 - Assembly Sequence -
Sta rter Motor Contact Kit
field coil connecting strap. It requires
a considerable amount of heat to un-
solder the leads. A heavy duty solder-
ing iron or a propane torch with a
small flame is recommended.
Cut off the head of the contact
spring retaining rivet with a small
sharp chisel and discord the contact
spring. Use a 8-32 thread tap to cut
threads in the rivet hole.
Remove the contact post retaining
screw and insulating washer. Discard
the contact post and paper insulator.
Place the new contact spring and
ground brush assembly, paper insulator
and contact post into position on the
ELECTRICAL
starter frame. Install the insulating
washer and retaining screw. Center the
contact points and tighten the retain
ing screw securely. Stake the threaded
end of the screw from inside the starter
frame. Refer to Figure 42.
Clean the end of the field connecting
strap and the slotted area of the con-
tact post with fine sandpaper to ensure
o good solder jo int.
Insert the end of the field connector
strop through the slot of the contact
post. Bend and crimp the end of the
connector strap against the cleaned
surface of the contact post. Solder the
connection using rosin core solder.
Remove the upper ground brush re-
taining screw and discard the brush.
Place the field ground lead terminal
and the new ground brush terminal
block together and insta ll the original
retaining screw. Tighten the screw se-
curely.
Install the armature and drive as-
sembly, drive yoke and drive yoke
p ivot pin. Apply a few drops of lOW-
30 motor oil to both ends of the arma-
ture shaft.
Slide the stop ring retainer into
place on the armature shaft. Position
the drive yoke return spring in the drive
end housing and install the housing to
the starter frame.
Install the end plate. Install the
3-21
through bolts and tighten securely.
Insert the brushes into their holders.
Press down firmly on the starter
drive yoke until the movable pole shoe
is bottomed and check the clearance
between the new contact points. Bend
the upper contact post, if required, to
obtain a minimum .020" to o maximum
.1 00'' clearance.
Install a protective tope over the
brush openings of the starter frame.
Install the drive yoke cover and
gasket and the brush cover band. In-
stall and tighten the brush cover bond
retaining screw.
Armature Test Procedure
The armature should be tested for
grounds, shorts and balance whenever
the starter motor is overhauled. Follow
the test equipment manufacturer's pro-
cedure or the following.
Armat ure G round Test
Place the armature in the growler
jaws. Turn the power switch to test
position. Touch one test lead to the
armature core, touch the other lead to
each commutator bar one at a time
and observe the test light. The test light
should not glow. If the test light glows
on any bar, the armature is grounded
and must be replaced (Fig. 43).
Armature Short Test
CAUTION: Never operate the growler
in the growler test position without an
armature in the jaws.
Place the armature in the growler
jaws. Turn the power switch to growler
position. Using a steel b lade, hold the
blade parallel with and touching the
armature core. Slowly rotate the arma-
ture one or more revolutions in the
growler jaws. If the steel blade vibrates
on any position of the core, the area
is shorted and the armature must be
replaced (Fig. 44).
Armature Bala nce Test
Place the armature in the growler
jaws. Turn the power switch to growler
position. Place the contact fingers of
the meter test cable across adjacent
commutator bars at the side of the
commutator. Adjust voltage control un-
til the needle is at the highest read-
ing on the scale. Test each commutator
~I
3-22
Growler
FIGURE 43- Armature Ground Test
bar with the adjacent bar until all the
bars hove been checked. A reading of
zero (0) indicates on open circuit in
the particular pair. Refer to Figure
45.
69076
FIGURE 45- Armature Bala nce Test
Bushing Replacement
To replace the drive end bushing,
support the drive end housing prop-
erly, remove original bushing and seal.
Install new bushing using a suitable
tool. Do not install drive end housing
seal at this time.
To replace the commutator end bush-
ing, remove old bushing by threading
through the bushing cavity with a suit-
able size top. Secure top in a vise and
separate end frame from bushing.
Press new bushing into place using a
suitable bushing installer.
ElECTRICAl
FIGURE 44 - Armature Short Test
Drive Assembly Replacement
Pry the stop ring off. The starter
drive con now be removed from the
armature shaft.
The service replacement drive as-
sembly is pre-lubed. Apply a few
drops of lOW-30 motor oil to the
armature shaft and end bushings.
Apply a thin coating of ''Dow Corn-
ing 33" Silicone lubricant or equiva-
lent on the armature shaft splines.
When insta lling the drive assembly,
check the stop ring for a tight fit on
the shaft. Slide the drive assembly
over the shaft and install the stop ring
and the original retainer.
Drive End - Armature -
End Plate Installation
Position the fiber thrust washer on
the commutator end of the armature
shaft and apply a few drops of lOW-
30 motor oil to both bearing surfaces
of the shaft. Insert the armature into
the starter frame and install starter
drive yoke and p ivot pin. The drive
yoke must engage the starter drive
assembly.
Place the starter drive yoke return
spring into recess of drive end hous-
ing and install housing to starter
frame. Install the brush end plate with
the end plate boss aligned with the
starter frame slot. Install the through
bolts and tighten to 55-75 Inch Pounds
torque. Make certain that the stop ring
retainer is properly seated in the
drive end housing.
Use a hook to pull bock on the
brush springs and insert the brushes
into their holders.
Cover the brush openings with wa-
ter proof tope and install the drive
yoke cover and gasket.
Install the brush cover band and
tighten the retaining screw.
Apply a generous amount of "lubri-
p late" to the drive end of the arma-
ture shaft and install the drive end
housing seal using a socket or other
suitable tool.
Connect the starter to a battery and
check operation, refer to "No-load
Test."
STARTER RElAY
The sta rter relay is energized with
the start position of the ignition switch.
This applies battery voltage to the "S"
terminal of the relay. When the relay
coil is energized the contact disc is
pulled into the closed position. The
disc strikes two contacts in the relay
completing the circuit between the
battery and the starter motor (Fig. 37).
The ground circuit for the relay coil
is completed through the mounting
brocket of the relay to the wheelhouse
panel. To ensure a complete circuit,
the brocket must be clean and the
mounting screws tight.
Starter Relay Test (On Vehicle)
Engine Will Not Crank
Verify battery and cable condition
as outlined under "Battery Mainte-
nance and Tests" to assure correct
cranking voltage. Inspect and tighten

~ battery and starter cable connections
at the starter relay.
Disconnect wires at "S" and "I"
terminals of starter relay (Fig. 37).
CAUTION: Place transmission in
"Neutral" or "Pork" position prior to
conducting relay test.
Connect jumper wire from the bat-
tery positive ( +) post to the "S" ter-
minal of the starter relay. If the en-
gine cranks, the relay is not defective.
Check ignition switch start circuit. Re-
fer to "IGNITION CIRCUIT TESTS."
If the engine does not crank, con-
nect another jumper wire from the
battery negative (- ) terminal to the
mount bracket of the relay, making
certain a good connection is made.
If the engine cranks, the relay is not
properly grounded.
If the engine does not crank, re-
move the two jumper wires and con-
nect a heavy jumper cable between
the battery and starter terminals of the
relay. If the engine cranks, the starter
relay is defective and must be re-
placed.
If the engine does not crank, the
relay is not defective. Check the
starter motor circuit.
Starter Cable and Ground
Cable Tests
Before performing any tests, the
battery must be fully charged. (~efer
to "Batteries," hydrometer and heavy
load tests.)
The starter cable tests will deter-
mine if there is excessive resistance in
the circuit from the battery positive
terminal to the starter motor.
Connect positive lead of a voltmeter
(V- 1) to the positive battery post and
negative voltmeter lead to the starter
motor terminal (Fig. 46).
Disconnect the leads at the "S" and
"I" terminals of the starter relay so
engine will not start. Connect a remote
control starter switch between the bat-
tery terminal and the "S" terminal of
the starter relay.
Use the remote control switch and
crank the engine.
Voltmeter reading V-1 should not
exceed .5 volt. More than .5 volt in-
dicates excessive resistance from the
connection at the starting motor to the
positive terminal of the battery.
To check resistance from the posi-
tive battery post to the battery ter-
ELECTRICAL 3-23
r ---- -- ---------w----------------- --~ I
I
~-~-~ ;-~-i r ~ - -,
I
1
:~~~~~:L.1i_1:
1 I I I I I
I I I I I I
I I I II I II
l.. ' Starter
I , ', Relay I ) I
I ',' I I I
I -...' 1I
I ,~, I I
~ I
' \ Starter
' \ Battery Terminal
', \ Termina l
' \ I I~
r
I
' \+ (Lt. Blue)
To lgn. Switch -
r: t'
l - ' (Yellow)
To Alternator
I Battery Regulator
I 000000
I (Green) :
: Byposs To lgn. Coil 1
l _________________ ~ ________ _______ j
l72203
FIGURE 46- Starter Cranking Circuit Tests
minal of the starter relay, connect the NOTE: Loose or dirty battery ground
positive lead of a voltmeter (V-2) to the cable connections will ~ouse excessive
positive battery post and the nega- resistance.
tive voltmeter lead to the battery ter-
minal of the starter relay. Crank the
IGNITION SYSTEM
engine. Voltmeter V-2 should not ex-
ceed .2 volt. More than .2 volt indi- The ignition spark must occur at the
cates excessive resistance. correct time and with sufficient inten-
To check resistance through the sity to ignite the compressed fuel-air
starter relay, connect the positive lead mixture. All components of the ignition
of o voltmeter (V -3) to the battery system must function properly for satis-
terminal of the relay and the nega- factory and economical operation.
tive lead to the starter terminal of the The coil must be able to transfer
relay. Cronk the engine. Voltmeter V-3 the low primary voltage to a second-
should not exceed .2 volt. More than ary voltage high enough to supply
.2 volt indicates excessive resistance. sufficient spark for all conditions of
To check resistance from the starter load and speed. The ignition distribu-
terminal of the starter relay to the tor must perform two functions. It must
starter terminal of the starter motor, distribute the high tension secondary
connect the positive lead of o volt- voltage to the spark plugs in proper
meter (V-4) to the starter terminal of sequence. It must also open the igni-
the relay and the negative lead to the tion points at the proper time to fire
starter terminal of the starter motor. the spark plugs at just the right instant
Crank the engine. Voltmeter V-4 for the engine to develop full power.
should not exceed .2 volt. More than At high speeds, the spark must occur
.2 volt indicates excessive resistance. at the plug earlier in the compression
To check resistance of the starter stroke in order to give the fuel-air mix-
motor ground circuit, connect the posi- ture ample time to ignite, burn, and
tive lead of o voltmeter (V-5) to the apply its power to the piston as it
starter motor frame and the negative starts down on the power stroke. Spark
lead to the battery negative post. timing must vary in relation to changes
Cronk the engine. Voltmeter V-5 in engine speed. This is accomplished
should not exceed .4 volt. More than by the centrifugal advance mechanism
.4 volt indicates excessive resistance. of the distributor.
---~
3-24
During port throttle operation or
cruising speed, the fuel mixture is
drawn into the cylinder through a re-
stricted opening and is less dense.
The less dense mixture will burn slower
and additional advance is necessary
for good economy. This additional ad-
vance is furnished by the vacuum ad-
vance unit. The vacuum advance unit is
controlled by carburetor ported vac-
uum. The centrifugal advance will ad-
vance engine timing with increases
in engine speed and the vacuum ad-
vance operates in relation to throttle
position and engine load.
Ignition System
Dia gnosis and Testing
Refer to page 25 for convenient
diagnosis guide.
Ignition system diagnosis con be
accomplished by means of on ignition
system scope analyzer or by individual
test equipment designed to perform a
specific functional check; such as
Tach-Dwellmeter, VAT (Volts-Amperes-
Tester), Ohmmeter, Timing Light, etc.
The following covers both methods
of analyzing the ignition system and
engine performance. In any case it is
very important that the particular man-
ufacturer's instructions be thoroughly
read and understood prior to connect-
ing the equipment and before any
interpretations ore mode.
Ignition system problems are caused
by a failure in the primary and/or
secondary circuit, incorrect ignition
timing, or incorrect distributor advance.
Circuit failures may be caused by
shorts, loose primary connections,
loose or corroded secondary terminals,
faulty wire insulation, cracked rotor or
distributor cop, defective contact points
or incorrect dwell angle, fouled or
worn spark plugs.
Diagnosis With Scope Analyzer
The scope analyzer is an ignition
tester that provides a quick, conven-
ient and accurate means of measuring
ignition system performance and ob-
serving other factors that may affect
engine performance quality. Display of
all phases of the ignition cycle are
graphically shown on the oscilloscope
(cathode roy tube) of the test equip-
ment at the very some instant in which
they occur while the engine is operat-
ing. The pattern (waveform) displayed
ELECTRICAL
on the oscilloscope is on easy to inter-
pret picture of the ignition system oper-
ations.
Most engine performance problems
ore due to ignition system condition;
thus a fundamental understanding of
the principles of operation of on igni-
tion system simplifies the interpretation
of oscilloscope (Scope Analyzer) pat-
terns.
The following ore the key items
which must be to factory specifications
and in satisfactory condition to assure
that the ignition system will operate
normally:
l. Distributor Contact Point Dwell
2. Ignition Timing
3. Dwell Variation
4. Distributor Com lobe Accuracy
5. Available Voltage
6. Required Voltage
7. Wiring Insulation and Quality
8. Secondary (High Tension) Re-
sistance within limits
9. Distributor Contact Point Con-
dition and Operation
The ignition system can be com-
pletely tested with an area type pro-
cedure by the use of a Scope Analyzer
and timing light.
The Scope Analyzer test con lead
directly to the trouble and save val-
uable time in diagnosis and repair.
If trouble is indicated, detailed tests
must be made to pin point the prob-
lem. The specific part(s) to be further
tested are indicated by the results of
the area tests such as is accomplished
with the use of o Scope Analyzer.
A scope analyzer also serves as o
flnal check to assure that whatever re-
pair work has been performed, has
corrected the problem and that the
system is functioning properly.
Each manufacturer provides thor-
ough and detailed description of the
numerous capabilities and test proce-
dures possible with their test equip-
ment. In the case of scope analyzers,
typical patterns reflecting various con-
ditions ore clearly defined in the in-
dividual manufacturer's manuals. A
good number of scope analyzers also
combine in a single unit, all or most of
the equipment necessary to perform
the tests of on operating engine.
The scope cannot automatically
diagnose the operating performance
of on engine and ignition system; the
technician must diagnose or interpret
the display pattern and relate the
trouble and/or condition to the part(s)
causing the problem.
Oscilloscope test equipment can
show the technician o great deal of in-
formation. Reviewing the mechanical
steps in a tune-up, many are aided
considerably by the use of a scope.
Spark plug operation is more accu-
rately checked by using o scope an-
alyzer as it indicates exactly how the
plugs ore firing during actual engine
operation. Time con be saved by avoid-
ing unnecessary work when plugs are
operating normally.
Without the aid of a scope, exten-
sive testing is usually required to detect
bad secondary wiring or reversed coil
polarity. Poor or borderline conden-
sers do not show up unless tested
separately. Weak coils with shorted
turns must be separately tested. Yet, all
of these items and many more ore
checked quickly and accurately by ob-
serving the pattern on a scope. The
dwell adjustment con be done with
meter equipment. However, is the dwell
the same for all cylinders? Is the dis-
tributor firing each cylinder at the
same crankshaft degrees as the num-
ber l cylinder? These problems are in-
dicated quickly on the scope.
Most scopes use the same basic
cylinder display pattern. Connections,
procedures and controls may vary from
one to the other. Various modes of
cylinder pattern display are possible:
stocked, parade, superimpose or in-
dividual. Simultaneous comparisons con
be mode to detect the particular cylin-
der having the problem; this cylinder
then con be shown individually for
further diagnosis.
The scope pattern (waveform) illus-
trates voltage in relationship to time.
All vertical movement of the pattern
trace represents voltage, one polarity
when the trace is above the Zero line
and the opposite polarity when the
trace is below the Zero line, thus the
oscillating pattern waveform above
and below the Zero line represents AC
voltage. This vertical movement (volt-
age) con be measured by comparing
the pattern to the graduations on the
vertical scale of the scope screen. The
vertical scale of the scope screen is
calibrated in KV (thousands of volts).
Firing line height con be read directly
in KV. Horizontal movement of the pot-
tern trace represents time. The scope
screen horizontal scale is graduated in
 ELECTRICAL 3-25

IGNITION SYSTEM DIAGNOSIS GUIDE

ENGINE Will NOT START

Starter will crank Starter will not

engine crank engine

Check starting system, use

Starter Diagnosis Guide

Spark from coil Weak or no spark from coil

loose or broken
connection-high
primary resistance

Spark ot plug

Ignition timing
incorrect
3-26 ELECTRICAL

terms of distributor degrees of rotation. A a c D

If the scope trace is ad justed so that FIRING LINE SPARK LI NE1 COIL RESERVE 1 POINT CLOSE POINT OPEN I
5-14 ICV@ early Ieveii UnuM<! Energy - I Short downward Abrupt 90 I
the ignition cycle starts at t:ero degrees
1000 R.P.M. I oscillations, I spike followed anglo-
and ends at the proper degree (45, No more than gradual diminish t by groduol sma ller start of 1
35 1CV variation I in size I oscillations
V-8 or 60, 6 Cyl.) on the dwell scale next cylinder

i/
be-n cyllndoro firing line
of the scope, this would then represent
I .-
one complete ignition cycle.
z..-o
Any portion of the pattern con then
l one
be accurately measured in distributor '
I
degrees of rotation such OS! the length
of the " Dwell Section" (described
' I
I I
: Firing 1 Intermediate I
later) would indicate the time in d is- , Section I (Coil-Condenser) Section : Dwell Soction
tributor degrees that the d istributor
points ore closed. FIG URE 47 -Typical Normal Operating Ignition System Cycle
Once o basic pattern (waveform) of
ignit ion system operation is under-
stood, the use of the scope analyzer
is relatively simple. It is the ignition
system itself that will determine the
shape of the pattern waveform because
the pattern repre.sents octuor ignition
system operation. Therefore, the only z...o
area that really require~ any study to I I
become proficient in the use of the I I
1Spotlt Plug 1 Coii-Cond_,- Brooker-Point
scope analyzer, is the subject of scope I Firing I 1ntermedlote Dwell Soctlon
pattern (waveform) interpretation. 1 Soctlon I Soctlon
I I
The pattern d isplayed on the oscillo- ' I
scope is o simple one, having just five Tosti: ITosts: 1 Tests: T01ts: Tests:
I
I
Plug ond Plugs, wiros, l Def.a in coil, Dirty, burned P"ottod points 1
signals to remember. Figure 47 illus- rotor gop, I cop, ~tw, I condenser, or or misol;gned or arcing from 1
trates the five basic signals and the broken wiros, I or ~~one I primary cir...it. points o nd ~r condenser
1
fuel mixture. condthon weak poi nt tension. odoon. I

::::~! -fiRING LINE.._,.

three sections of on ignition cycle.
I
Scope Pattern Interpreta tion
P.li riM
Primary and secondary circuits ore to 20 ICV or more for normal coil output. Pot-
inter-related through common ground torn should olso extend below zero line indicot
and coil windings. This permits analysis ing good insulation. \JOOS3

of both sections when viewing second-

ary action on the scope. The secondary
waveform is the most informative for
showing over-all ignition system opero-
tion.
Although primary waveforms ore
not as informative as the secondary
type, ignit ion system problems that
affect either the "Intermediate" (Coil-
Condenser) or "Dwell" section of the
patterns will be indicated in both types
of waveforms.
Each part of the waveform repre-
sents a specific phose of ignition system
operation. for the purpose of under-
standing and analyzing the scope
analyzer pattern, it is d ivided into
three sections; the " Firing" Section,
the "Intermediate" Section (coil-con-
denser) and the " Dwell" Section.
Each section of the complete igni-
tion cycle should be studied individ-
ually for particular problems; overall
review of the complete cycle can be
confusing. Scope manufacturer's man-
FIGURE 48 - Individ ua l Tests
uals a re quite thorough in describing
and graphically illustrating the various
typical patterns depicting actual condi-
tions that cause the pattern to vary
from the normal operating ignition
cycle.
The Firing Section
This portion of the pattern illustrates
the actual fi ring of the spark plug and
is composed of only two lines:
The Firing line, a vertical line in-
d icating the voltage (peak or spike)
required to overcome the spark plug
and rotor gaps.
The Spark Line, a horizontal line in-
dicating the voltage required to
maintain the spark.
Two separa te events involve the
firing of the spark plug. The first is the
creation of the firing or " ionization"
voltage. The second event is the arc
maintaining voltage or spark line.
Point " A" in the typical pattern (Fig.
47) represents the instant at which the
breaker points hove separated causing
a magnetic field to collapse through
the coil windings. The discharge or re-
sulting high voltage is indicated by the
vertical rise or "spike" in the pattern.
The height at "A" indicates the voltage
required to fire the spark plug and
rotor gop; sometimes referred to as
the "Firing or ionization Voltage."
"Firing Voltage" is the amount of
voltage required to establish a spark
across the electrodes of o spark p lug.
In a running engine, the actua l amount
of voltage required to fire a particular
plug at a particular instant depends
on the net results of many factors.
Some of which are; rotor gap, breaks
in the secondary wires, spark plug gap,
spark p lug electrode shape, improperly
connected wire terminals, temperature,

compression, air-fuel ratio, engine
speed and load.
Since current does not flow in the
secondary until the arc is formed
across the plug, the peak voltage is
created with no current flowing in the
secondary. In order to detect resistance
in a circuit, current must be passed
through the circuit. Therefore, peak
voltage readings do not indicate re-
sistance in the secondary.
Actual "Firing Voltages" can easily
be measured at any reasonable engine
speed by observing the height of the
firing line on the secondary pattern of
each cylinder. At any given engine
speed, the firing voltage of all of the
cylinders of an engine should generally
be fairly uniform and within a normal
range for that particular engine.
"Available Voltage" is the maximum
voltage an ignition system is able to
produce under a given operating con-
dition. The ignition coil w ill produce its
maximum secondary voltage whenever
it attempts to fire an impossible gap,
such as when a spark plug wire is re-
moved from a spark plug and held at
a distance from ground. Voltage is
always greater than the ignition re-
quirements generally encountered un-
der normal operating conditions. The
d ifference in available voltage and
that actually required to fire the spark
plugs is the "Ignition Reserve."
The maximum secondary voltage
available from the ignition system de-
pends on the combined effect of coil
design, coil condition, applied primary
voltage, primary circuit resistance, dis-
tributor contact condition, dwell angle
and engine speed. The normal func-
tioning ignition system is capable of
producing well over 20,000 volts and
may even produce as high as 30,000
v?lts. However, should any of the
factors involved in the operation of the
ignition system deteriorate from their
normal condition or adjustment it will
usually result in a change in available
voltage values. Therefore, measuring
the available voltage or "coil reserve"
provides a quick means of determining
the overall efficiency of any particular
system.
Once the plug fires there is a notice-
able drop in secondary voltage to
point "B." As the spark continues to
bridge the gap, the spark voltage re-
mains at a fairly constant low value
until the spark extinguishes at point
ELECTRICAL
"C."
A normal spark line is 4 to 7
(read on horizontal scale of scope) at
1000 RPM. If the spark line is not nor-
mal, then the spark plug is not firing
correctly, probably due to condition of
spark plugs, secondary wiring, rotor,
cap or combustion chamber problems.
Once the arc has been formed
across the spark plug gap, the voltage
reduces to a value needed to maintain
the arc across the plug. As long as the
coil can supply the lower voltage, the
arc will remain. The duration of this
spark forms the spark line. Since cur-
rent is passing through the secondary
while the arc is formed, the spark line
will indicate all gaps and resistance as
variations in the length of the spark
line.
The spark will burn as long as the
coil can supply the proper energy. The
spark line ends only because the coil
has run out of energy. The spark line
length is a measure of the reserve of
the coil. If the coil has very little re-
serve after ionizing the gap, a ll spark
lines w ill be short. If the reserve is
high, all spark lines w ill be long. This
will not indicate the maximum reserve
of the coil due to its built-in capacity
but does indicate the voltage left in
the coil after the plug gap is fired.
This "reserve" or remaining voltage is
basically controlled by degrees of
dwell and resistance in the secondary
circuit.
The Intermediate
(Coil-Condenser) Section
This portion of the pattern, which
immediately follows the "Firing" Sec-
tion, is seen as a series of gradually
diminishing oscillations which disap-
pear or nearly disappear by the time
the "Dwell" Section begins. Beginning
at point "B," the remaining coil energy
dissipates itself as an oscillating current
which gradually dies out as it ap-
proaches point "C." The oscillation
results from the combined effects of
the coil and the condenser in dissipat-
ing this energy.
The "Intermediate" Section repre-
sents the dissipation of the energy re-
maining in the coil after the spark plug
has ceased firing and can be observed
when each cylinder's pattern is dis-
p layed individually.
The number of oscillations that can
3-27
be observed depends on a number of
factors such as dwell angle, engine
speed, duration of spark, degree of
coil saturation and coil and condenser
condition. There must be at least 4
oscillations in this section (at 1000
RPM). Usually there are 5 or 6. Note
the rote at which these oscillations
diminish. Normally, they should d i-
minish gradually, but should the sys-
tem contain a weak coil or leaky con-
denser, they will d iminish to zero
rapidly. In this case, probably only
one or two osciOations wiO be seen at
an engine speed of 1500 RPM provid-
ing the dwell angle and firing section
are normal.
Under operating conditions where
the firing line is quite long or the dwell
angle is greater than specified, the in-
termediate section may appear to be
shortened by the closing of the breaker
points before all of the coil energy has
been dissipated. Under these condi-
tions, fewer than normal oscillations
having a fairly high amplitude at the
instant C?f point closing may be dis-
played.
This indicates that the energy level
in the coil is still quite high at the time
of point close and does not necessarily
mean that the coil or condenser are
defective.
The Dwell Section
This portion represents the period of
time during the fgnition cycle in which
the distributor contact points are
closed. The "Dwell" Section begins at
point "C" when the contact points
close. Closing the points causes a short
downward line followed by a series of
small rapidly diminishing oscillations.
These oscillations r~present the build-
up of the magnetic field around the
coil that occurs when the contact points
are closed. The "Dwell" Section con-
tinues until the points open at the be-
ginning of the nex.t waveform (point
"D").
In analyzing this section of the pat-
tern, the point close and the point
open portions should be carefully ob-
served. Normally, when the points
close, this action is seen as a short
vertical line followed by a series of
diminishing oscillations. The first line
should be higher than any of the os-
cillations following. If the first line is
not as long as one or more of the
 3-28
following, it indicates poor point con-
tact. If the oscillations start to die out
and then start again, it indicates o
point bounce condition.
When the contact points open, the
end of the dwell section should appear
os o clean right angle formed by the
horizontal dwell line and the vertical
firing line of the next cylinder pattern.
Point arcing upon opening of the con-
tact points will be seen at the right end
of the dwell section, just prior to the
firing line of the next pattern. This will
appear as o false start to firing, fol-
lowed by o short interval later by the
actual firing line, or by o hook at the
end of the point close signal.
Proper distributor point dwell is im-
portant to the overall operation and
efficiency of the ignition system. It
should be set to assure adequate coil
saturation to meet the firing require-
ments at all engine speeds.
Dwell angle con be accurately mea-
sured on most scopes.
The accuracy of the distributor com
determines the ignition timing relation-
ship of all cylinders. Should one or
more lobes of the distributor com be-
come worn or should the distributor
shaft be bent, uneven timing of the
various cylinders would result.
Com lobe accuracy con be checked
by superimposing all of the cylinders
on parade type pattern scopes. On o
multi-line roster scope, the vertical
alignment of all of the point open
signals show immediately any condi-
tion that affects timing from one cylin-
der to the next.
Refer to the specifications pages of
this section for detailed data when
using o scope analyzer to diagnose the
ignition system operation.
IGNITION PRIMARY CIRCUIT
TESTS
Excessive voltage drop in the pri-
mary circuit will reduce the secondary
output of the ignition coil resulting in
hard starting and poor performance.
Inspect all primary wiring for loose or
corroded terminals, worn insulation,
and broken strands.
Connect on ammeter in series be-
tween the positive ignition coil terminal
and the green ignition lead as shown
in Figure 49.
Remove the high tension lead from
the coil and ground to the engine.
Turn cor ignition "ON."
ElECTRICAl
, __
..... ..... --
.... ....
- - - ..t:"V=1J.
................. -- ~ --------l
'-.....
',..[V-2]_
~-,
I I
I I
I
I I
L ______ _l ___ _ _j
To -=-
Distributor
Coil
FIG URE 49- Ig nition Circ:.uit Tests
Use o remote control starter switch
to crank the engine until the distribu-
tor points ore closed. Observe the om-
meter reading, it should be 3 to 3.5
amps. If this amperage is indicated,
the primary circuit resistance is within
specifications. If the reading is less
than 3 amps, connect o jumper wire
from the negative ignition coil ter-
minal to ground. If the ammeter read-
ing increases to at least 3 amps, check
the distributor point or ground con-
dition.
If the ammeter reading does not
increase to at least 3 amps when by-
passing the distributor with the jumper
wire, the resistance is excessive in the
primary circuit. If the ammeter reading
is over 3.5 amps, the circuit resistance
is too low.
To check the resistance of the bal-
last resistor, disconnect the wires from
the ignition switch side of the resistor.
Connect on Ohmmeter across the ter-
minals os shown in Figure 49. The
meter should indicate 1.8 Ohms for o
six cylinder, and 1.35 Ohms for o V-8
engine, :::=.OS Ohms.
If the Ohmmeter test results indicate
that the resistance of the ballast resis-
tor is within specifications, connect o
voltmeter (V-1) between the battery
positive post and the ignition switch
side of the ballast resistor. The volt-
meter reading should not exceed .4
volt.
If the voltmeter reading exceeds .4
volt, resistance is excessive between the
ballast resistor and the battery. The
maximum allowable resistance be-
I
I
I
I
Ballast I
I
Green
I I
1 O hmmeter I
1~1
I.._L.___J_J
6 cyl. - 1.8 o hm
V-8 - 1.35 o hm l711~
tween any two (2) connected terminals
of the ignition switch is 12.5 milivolts
per ampere. A voltmeter with o milivolt
scale is required to accurately check
for resistance in the ignition switch.
Connect o voltmeter between the
battery positive post ond the battery
terminal of the ignition switch. The
voltmeter reeding should not exceed .2
volt. If the voltmeter reeding does not
exceed .2 volt, resistance is too high
through the ignition switch or the wir-
ing between the ignition switch and
the bollost resistor. If the voltmeter
reading exceeds .2 volt, resistance is
too high in the circuit between the
battery terminal of the ignition switch
ond the battery positive post. Be sure
to check the wire connections ot the
starter relay and the terminal block for
looseness or corrosion while observing
the voltmeter reeding.
Ignition System Bypass
To obtain greatly improved starting
performance at low temperature, the
ballast resistor is bypassed during
cranking, thereby connecting the igni-
tion coil directly to the battery. This
provides full battery voltage to the coil
thus keeping ignition voltage os high
as possible during cranking. The by-
passing of the ballast resistor during
cranking is accomplished by the use of
o contact within the starter relay. As
the contact closes, the coil is connected
directly to the battery.
Ignition Secondary Wiring
The operating characteristics of igni-

tion systems ore such that during nor-
mol operation certain high frequency
electrical signals ore produced. These
signals tend to interfere with cor radio
and television reception. One of the
most common methods of suppression
is the use of secondary ignition sup-
pression wire. This type wire serves
the dual purpose of conducting cur-
rent at required voltages to the spark
plugs and at the some time, because
of sufficient resistance incorporated
over its entire length, eliminates radio
interference. Calibrated resistance re-
quired in the secondary ignition circuit
does not affect spark plug firing volt-
age.
Suppression type wire is also used
in the coil high tension lead. The wires
consist of o rayon braid over linen
core impregnated with carbon to form
a conductor. The conductor is covered
with o high quality rubber insulation.
Wire pins ore used to connect the
conductor with the terminals.
NOTE: When replacing wire ends on
carbon core wire, do not use wire. ends
intended for copper core wire. Cut off
approximately ~" of wire before in -
stalling a new wire end.
Testing Secondary Ignition
Wires
To remove wires from spark plugs,
twist the boot slightly to break the seal
and grasping the rubber protector
boot, lift straight up with a steady
even pull. Do not pull on the wires
or damage may result. Do not probe
the wires, puncturing them may cause
a separation in the conductor. To re-
move ignition wires from the distribu-
tor cop or coil tower, loosen the
nipple first, then grasp the upper port
of the nipple and the wire and gently
pull straight up.
Test the wires with on Ohmmeter.
Resistance value:
0" - 15" .... 3,000 - 10,000 Ohms
15"- 25" .... 4,000- 15,000 Ohms
25" - 35" .... 6,000 - 20,000 Ohms
Over 35" . . . . 8,000 - 25,000 Ohms
The ignition wires con be checked
for circuit continuity by removing the
wire from the spark plug and holding
the wire end Y." from the engine. A
strong spork indicates good conductor
continuity.
When connecting the wire to the
spark plug, be certain a good connec-
ELECTRICAL
tion is mode and that the protector
boot fits tight on the spark plug. A
partially seated wire creates on addi-
tional gop in the circuit and the re-
sulting spark jump will cause terminal
corrosion and wire damage.
IGNITION COIL
The ignition coil is on oil-filled,
hermetically-sealed unit. Ignition coils
do not require special service other
than keeping terminals and connec-
tions clean and tight.
The function of the ignition coil
(Fig. 50) is to transform the low volt-
age, supplied by the battery or charg-
ing circuit, into the high voltage neces-
sary to produce a spark at the spark
plug gop.
I -
to the breaker com.
L---------------J
A - When the Distributor Contocts ore Closed
the Magnetic Field Builds Up in the Igni-
tion Coil
I Vacuum Unit
J.
._ _________ ---------..1
8 - When the Distributor Contacts Open the
Magnetic Field Collapses and o Spark is
Produced at the Sperle Plug. L70055
FIGURE 50 - Build up and Discharge
of a n Ig nition Coil
The ignition coil has two windings
on a soft iron core; the primary wind-
ing which consists of a comparatively
few turns of heavy wire and the sec-
ondary winding which consists of many
turns of very fine wire.
To keep the required voltage as low
as possible, the coil must be connected
for correct polarity so that electron
flow across the spark plug gop will be
from center electrode to ground. This
negative spark polarity requires a
lower voltage since electrons will more
readily leave the hotter center elec-
trode.
For correct polarity, the coil pri-
mary terminal should be connected to
correspond to the battery polarity of
the vehicle, with the distributor con-
nection considered as ground.
The polarity con be checked on the
3-29
vehicle by connecting the negative lead
of a voltmeter to any spark plug ter-
minal and the positive lead to ground
at the engine. Start the engine, and
if the voltmeter reads up-scale the
polarity is correct; if the voltmeter
reads down-scale the polarity is in-
correct and the coil primary connec-
tions should be reversed.
When on ignition coil is suspected
of being defective, it should be
checked on the vehicle. A coil may
break down after it has reached op-
erating temperature; it is important
that the coil be at operating tempera-
ture when tests are mode. Perform the
tests following the instructions of the
Test Equipment Manufacturer.
DISTRIBUTOR
The distributor is permanently lubri-
cated, however, at the time of contact
point replacement or overhaul, apply
o trace of high melting point lubricant
All distributors ore equipped with
com lubricators. Do not oil. Rotate or
replace at intervals specified in chart
2 of the Mechanical Maintenance
Schedule.
Distributor Diaphragm
A single vacuum unit containing one
enclosed spring looded diaphragm is
used.
The advance section is linked me-
chanically to the movable breaker
plate assembly. The air-tight advance
diaphragm is connected, by o hose,
to a solenoid vacuum valve (six cylin-
der) or a coolant temperature override
switch.
During port throttle operation, port-
ed vacuum actuates the advance dia-
phragm and causes the breaker plate
to move opposite distributor rotation;
advancing spark and increasing fuel
economy. During acceleration or when
the engine is pulling heavily, the port-
ed vacuum is not sufficient to actuate
the advance diaphragm.
Under certain conditions (explained
in detail in "Emission Control" Section)
manifold vacuum is applied to the ad-
vance diaphragm.
Removal of Vacuum Control
Unit
The vacuum control unit is removed
3-30
by removing the screws which hold
the vacuum unit to the distributor body.
NOTE: During assembly, the clip of
the plate ground lead must be placed
under the head of one of the attaching
screws on V-8 distributors.
Distributor Ce ntrifugal Advance
The centrifugal advance mechanism
consists of an automatic cam actuated
by two spring controlled centrifugal
weights. As the speed of the distribu-
tor shaft increases with engine speed,
the weights are thrown outward
against the pull of the springs. This ad-
vances the cam causing the contact
points to open earlier and thus ad-
vancing the spark (Fig. 52 and 53).
Distributor Maximum Advance
Test Procedure
Checked With Ad justable Adva nce
Control Timing lig ht
Connect distributor vacvum advance
hose if previously disconnected. Dis-
connect the solenoid vacuum valve
wires (Fig. 51 ).
Hou to Carbureto r Hose to Distributor
One Wire to Ambient
Temperature Override Switch
One Wire to Tro nsmission
TCS Switch
FIGURE 51 - TCS Solenoid Vacuum
Valve - Six Cylinder Engine Shown
Increase engine speed to 2000 RPM.
Turn the advance control of the ig-
nition timing light until the ignition
timing has returned to the initial set-
ting. The degree reading indicated on
the advance meter should be as speci-
fied under "IGNITION SPECIFICA-
TIONS."
If the total advance at 2000 RPM is
less than specified, disconnect the vac-
uum advance hose and check for
maximum centrifugal degrees advance
at the engine RPM specified. If the
ELECTRICAL
FIG URE 52 - Distributor - Six Cyl. Engines
Access Passage
fo r Engine- - - : 11
Oil Fumes
Geor
FIGURE 53- Distributor - V-8 Engines
centrifugal advance degrees are as
specified, the vacuum unit must be
replaced.
After completing oil ignition tests
and adjustments - set curb idle speed
os specified. Vehicles equipped with
a ir conditioning - set curb idle speed
with air conditioning "OFF."
Reconnect solenoid vacuum valve
wires.
Distributor Cop
The distributor cap should be re-
moved and wiped clean with o dry
rag. A visual inspection should be
made for cracks, carbon runners, and
Centrifvgol
Weight Bose
Assembly
Re..rvoir
70731
corroded high tension terminals. If any
of these conditions are found, the cap
should be replaced. In replacing the
cap, be sure that the high tension
wires are insta lled in the some towers
from which they were removed and
that they are pushed firmly down in
place.
If the inserts inside the cop are ex-
cessively burned, the cop should be
replaced. However, the vertical face
of the insert will show some evidence
of burning through normal operation.
The inserts should also be checked for
evidence of mechanical interference
with the rotor tip.
70732
Distributor Rotor
The rotor should be visually in-
spected for crocks, evidence of burn-
ing on the top of the metal strip, or
evidence of mechanical interference
with the cap. If any of the above con-
ditions are found, the rotor should be
replaced. Some burning is normal on
the end of the metal strip. This should
never be filed.
Distributor Resistance Test
A Toch-Dwell tester is used for the
fo llowing tests. Follow the manufactur-
er's operating instructions.
Excessive resistance in the ignition
primary circuit from the distributor side
of the coil through the points, and to

the distributor ground will prevent the
coil from producing sufficient output
for good overall ignition. Any resist-
once in this portion of the ignition sys-
tem will be indicated on the dwell me-
ter during this test (Fig. 54).
FIGURE 54 - Distrib utor Resistance
Check
Connect red lead to distributor pri-
mary lead at the coil.
Connect black lead to ground.
Turn ignition switch on, with engine
stopped, observe dwell meter.
If meter reads "Zero," crank the en-
gine a fraction of a revolution to close
the br~ker points.
Distributor resistance is normal if
dwell meter pointer is within range of
block bar.
Distributor resistance is high if dwell
meter pointer is not within the block
bar.
Remove test lead from distributor
terminal of coil and connect to each of
the following points to determine
where the excessive resistance is:
Distributor primary terminal in the
distributor
Breaker point brocket
Ground side of points
Distributor housing
Where a noticeable change occurs
in the meter reading in these steps,
make necessary correction and repeat
test.
Contact Points
The distributor points should be vis-
ually inspected and if the contacts
ore badly burned or pitted, they
should be replaced.
Contact points should be replaced
or dressed with a clean, fine-cut con-
tact file. The file should not be used
on other metals and should not be al-
lowed to become greasy or dirty. Nev-
ELECTRICAL 3-31
er use emery cloth to clean contact The condenser and primary leads
points. Contact surfaces, after consid- ore retained by breaker point spring
erable use, may not appear bright tension.
and smooth, but this is not necessarily Remove the condenser lead and pri-
on Indication that they ore not func- mary lead from the nylon insulated
tioning satisfactorily. connection (Fig. 56).
Oxidized contact points may be
caused by high resistance or loose con-
nections in the condenser circuit, oil or Primary ond
Condenser
foreign materials on the contact sur- leads
faces, or most commonly, high break-
ing current. Check for these conditions
when burned contacts ore encountered.
A clogged PCV valve can cause
enough pressure in the crankcase to
force crankcase oil and vapors up into
the distributor body. This condition con
occur even if the distributor shaft bear-
ings and seals ore in good condition.
Oil vapors settle on the points and
become carbonized. Another source
of carbonizing on the points con be
FIGURE 56 - Removing Distributor
excessive lubrication of the distributor
Contact Set
com lobes or the use of o lubricant
with o too low of o vaporizing point. loosen one (6 Cyl.) or two (V-8)
attaching screws which hold the bose
Contact Set Replacement of the contact set assembly in place.
The contact point set is replaced as CAUTION: Six Cylinder - Make sure
o complete assembly. The service re- the locating dowel on t~e contact set
placement contact set has the breaker enters the locating hole in the breaker
lever spring and point alignment pre- plate.
adjusted at the factory. Normally, only V-8 - Make sure pilot hole in the
the dwell angle (point opening) re- contact bose is positioned over the lo-
quires adjustment after replacement. cating dowel on the breaker plate.
However, in some cases the points may Observe the location of condenser lead,
require alignment. Use o point align- primary lead, and the plate ground
ing tool to align the point contact sur- lead (Fig. 57}. Leads must be properly
faces. Rough contacts which ore "grey- located to eliminate lead interference
ish" in color hove o greater area of between cap, weight bose, and breaker
contact than new contacts; and will advance plate.
provide satisfactory service until most
of the tungsten is worn off. Pitted or
Conde,...r
transferred contacts is a normal con-
dition and the contacts need not be
replaced unless the transfer has ex-
ceeded .020" (fig. 55).
While installing breaker points, be
especially careful not to touch the con-
tact surfaces with greasy or oily fingers.
~
+~ ~ Replace Contact Set
FIGURE 57 - Correct Routing and
When Transfer Has
Exceeded .020" Attachment of Primary Ignition and
Condenser leads
70733
FIGURE 55- Contact Point Materia l
Distributor Point Dwell
Transfer Dwell is the period during which the
3-32
distributor points remain closed for
each ignition cycle. The dwell meter
electrically measures this period and
registers the overage for each cylin-
der in terms of degrees of distributor
cam rotation.
The total number of degrees for
each ignition cycle is 360 degrees di-
vided by the number of cylinders. Fig-
ure 58 shows 60 degrees (between
dotted lines) for each cylinder of a
six cylinder engine and 32 degrees
(the shaded area) as the dwell. A
study of this illustration shows that a
wider point setting will result in less
dwell and a closer point setting will
increase the dwell.
FIGURE 58 - Point Dwell -
Six Cylinder Shown
To check point dwell, connect the
red lead of a dwell meter to the dis-
tributor terminal at the coil.
Connect black lead to ground.
Set selector switch to position
which corresponds to the number of
cylinders in the engine being tested.
Operate engine at idle speed and
note readings, refer to Specifications.
If the dwell reading is not to speci-
fications, the trouble could be incorrect
point spacing, defective point rubbing
block or breaker arm, misaligned or
worn distributor cam.
Dwell Variation
Dwell variation is determined by not-
ing any dwell change as the engine is
operated at different speeds. Excessive
variation indicates a change in point
opening that con result from shaft or
bushing weor, or from the distributor
ELECTRICAL
plate shifting because of wear or loose-
ness.
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 three (3) degrees.
If dwell variation exceeds three (3)
degrees between idle speed and 1750
RPM, wear in the distributor shaft,
bushings, or breaker plate is indicated.
Distributor should then be checked
more thoroughly on a distributor tester.
Breaker lever Spring Tension
One of the most important items to
check is the breaker lever spring ten-
sion. This is checked with a spring
scale hooked immediately behind the
breaker lever contact (Fig. 59). Spring
tension required to open the contact
points should be 17-21 ounces. The
breaker lever on a new set may pro-
duce a tension exceeding that speci-
fied.
FIGURE 59 - Spring Tension - Six
Cylinder Shown
Dwell Angle Adjustment
Six Cylinder Engines
Remove distributor cap and rotor,
loosen contact assembly retaining
screw slightly, Connect a dwell meter
positive lead to ignition coil negative
terminal and negative lead to ground.
CAUTION: Place transmission in
"Neutral" or "Park" position. Apply
pork brake firmly.
Turn car ignition "ON" and crank
engine with remote control starter
switch while observing the dwell meter
reading. Adjust dwell angle by insert-
ing a screwdriver blade in the adjust-
ing slot of the breaker plate and mov-
ing the plate until the specified setting
is indicated on the dwell meter. Tighten
retaining screw and recheck dwell
angle. Install distributor rotor and cap,
verify dwell angle with the engine
running.
V-8 Engines
With the engine running at idle, the
dwell angle is adjusted by raising the
window provided in the cap and in-
serting a "Hex" type wrench into the
head of the adjusting screw as shown
in Figure 60.
70320
FIGURE 60 - Adjusting Point Spacing
(Dwell) - V-8
Condenser Tests
The purpose of the condenser in the
ignition system is to prevent arcing and
pitting at the breaker points and to aid
in collapsing the magnetic field of the
ignition coil. In order to function prop-
erly and to assure good ignition, the
condenser must have three important
characteristics.
Minimum Series Resistance
Correct Capacity
Minimum Insulation leakage.
The condenser should be checked at
the same time as the points. A ca-
pacity, leakage and series resistance
test should be made on the condenser.
For a complete check of the con-
denser, follow the instructions of the

manufacturer's test equipment being
used.
Distributor Removal and
Installation
Disconnect primary lead, vacuum
hose and remove the distributor cop.
Note rotor position for proper location
during installation.
Remove hold-down bolt, clamp and
distributor assembly.
After the distributor has been cali-
brated properly, it con be installed
and timed to the engine.
Install distributor with rotor posi-
tioned in the same location as noted
during removal.
If the engine has been cranked with
the distributor removed or the rotor
position was not noted during re-
moval proceed as follows.
Position No. 1 piston at TDC on the
compression stroke.
To determine if the piston is on com-
pression stroke remove number 1 spark
plug, place thumb or compression
gauge over the spark plug hole and
crank the engine slowly until compres-
sion pressure begins to build up. Con-
tinue to crank the engine until the
timing mark on the vibration damper
is aligned with the TDC mark of the
timing degree scale as shown in Fig-
ures 61 and 62.
Notch
70019
FIGURE 61 -Six Cylinder Ignition
Timing Marks
NOTE: The timing mark on the vibra-
tion damper will also be aligned with
the TDC mark when number 6 cylinder
is on exhaust stroke. Therefore, it is
very important to be sure number I
cylinder is on compression stroke when
installing the distributor.
ELECTRICAL
FIGURE 62- V-Signition Timing
Marks
Mesh the distributor drive gear with
the camshaft mating drive gear in
such o position that the rotor points
to the (No. 1 Cylinder) terminal of the
distributor cop.
If the spark plug wires have been
removed from the distributor cop, refer
to Figure 63 for proper positioning.
0 0 0 0
FRONT
Six Cylinder Engines
Clockwise Rotation
1-5-3-6-2-4
Left Sank
0 @ CD
Clockwise Rotation
1-8-4-3-6-5-7-2
Right Sank
@ scavenger deposits shown may be
FRONT
V-8 Engines
FIGURE 63- Distributor Wiring
Sequence and Firing Order
SPARK PLUGS
The spark plugs should be removed
periodically from the engine and ex-
amined for burned electrodes and
dirty, fouled, crocked, or broken por-
celains. Spark plugs with low mileage
may be cleaned and the electrodes
should be fried flat with a point frle.
The gaps should be checked and set
with on adjusting tool and gouge.
The recommended gap setting is .033"-
3-33
.037" (Fig. 64).
Always use a torque wrench when
installing spark plugs. Distortion from
over-tightening will change the gop
clearance of the plug. Torque 25 to 30
Foot Pounds.
FIGURE 64 - Check Gop with Gauge
Inspection
Refer to Figure 65.
Gop bridging - (A) - it may be
traced to flying deposits in the com-
bustion chamber. In a few cases, fluffy
deposits may accumulate on the plugs
during intown driving; when the engine
is suddenly put under high load, this
material con melt and bridge the gap.
Scavenger Deposits - (B) - Fuel
white or yellow in color. They may ap-
pear to be harmful, but this is a normal
appearance with certain brand fuels.
L70060
Such materials are designed to change
the chemical nature of deposits to
lessen misfire tendencies. Notice that
accumulation on the ground electrode
and shell areas may be unusually
heavy, but the material is easily
cleaned off. Such plugs are normal in
condition, and can be cleaned with
standard procedures.
Chipped Insulator - (C) - usually
results from bending the center elec-
trode during regapping of the plug.
Under certain conditions, severe deto-
nation con also split insulator firing
ends. The plug must be replaced.
Preignition Damage - (D) - caused
3-34
FIGURE 65 - Spa rk Plug Conditions
by excessive temperatures, produces
melting of the center electrode and,
somewhat later, the ground electrode.
Insulators will appear relatively clean
of deposits. Check for correct plug
heat range, overodvonced ignition
timing and similar reasons for over-
heating.
Cold Fouling (or Carbon Fouled)
- (E) -Dry, block appearance of one
or two plugs in o set. Check for stick-
ing valves or bod ignition leads. Foul-
ing of the entire set may be caused by
o clogged air cleaner, o sticking ex-
haust manifold heat valve, or o faulty
choke.
Overheating - (F) - indicated by a
dead white or gray insulator which ap-
pears "blistered." Electrode gap wear
rate will be considerably in excess of
.001"/1000 miles. This may suggest
that a cooler heat range should be
used ... however, overodvanced igni-
tion timing, detonation and cooling
system stoppages can a lso overheat
the correct spark plug.
IGNITION TIMING
A graduated degree scale located
on the timing chain cover is used for
timing the ignition system. A milled
ELECTRICAL
notch on the vibration damper is used
to reference the number 1 firing posi-
tion of the crankshaft with the timing
marks on the scale as shown in Figure
61 and 62.
To correctly check or set ignition
timing, first disconnect vacuum hose
at the distributor vacuum unit (six cyl-
inder engines) or at the TCS solenoid
vacuum valve (V-8 engines).
Connect an ignition timing light and
o properly calibrated tachometer.
NOTE: If o timing light incorporating
on advance control feature is used, the
control must be in the "OFF" position.
Start engine. Turn the carburetor
curb idle ad justing screw to obtain an
idle speed of 500 RPM. Ad just initial
ignition timing to the specified setting
(refer to "IGNITION SPECIFICA-
TIONS") by loosening the distributor
hold-down clomp and rotating the dis-
tributor.
NOTE: Verify ignition timing after
tightening distributor hold-down clomp.
NOTE: During manufacture, a white
paint mark is applied to the timing de-
gree scale of the timing chain cover to
indicate the specified initial timing de-
grees. Do not mistake this paint mark
for TDC when setting the ignition timing
as engine damage could result from an
over-advanced condition.
INSTRUMENT CLUSTER
Removal and Insta llation
CJ-5/CJ-6
The instrument cluster is composed
of the speedometer housing, panel
lighting bulbs, hi-beam indicator, turn
signal indicators, amp (a lternator) and
oil warning lights, temperature gouge
and combination fuel gauge and con-
stant voltage regulator (CVR) (Figs. 66
and 67).
Remove the instrument cluster as
follows.
Disconnect one battery cable.
Separate speedometer cable from
speedometer head.
Remove two attaching screws and
a llow the heater control brocket to
drop down.
Remove the four attaching nuts and
pull the cluster off of the mounting
studs (Fig. 67).
Remove the gauge w ires and cluster
lamps and remove the cluster assembly.
After installing the cluster, connect
the battery and check all lights and
gouges for proper operation.
The connector link (Fig. 66) is not
serviced. In the event o connector
link has to be replaced, manufacture
a connector out of 16 gauge (or larger)
insulated wire.
Commando, Wagoneer and
Truck
The instrument cluster is composed
of the speedometer housing panel
lighting bulbs, hi-beam indicator, turn
signal indicators, amp (alternator) and
oil warning lights, temperature and
fuel gauges and a constant voltage
regulator (CVR) (Figs. 68 and 69).
The instrument cluster (Fig. 68) is
retained in the panel by four (4) spring
clips. Remove as follows.
Disconnect the battery.
Disconnect the speedometer cable
from the speedometer housing.
Disconnect the cluster pin terminal
p lug by pulling straight away from the
cluster.
Remove the lower spring clip attach-
ing screws.
Depress the upper spring clips
toward the cluster to d isengage the
 ELECTRICAL 3-35

Headlight Beam
Indicator

t..ft Turn Signal Right Tum Signal

Jndianor I net icator nm

FIGURE 68 - Instrument Cluster

Assembly- Commando, Wagoneer
and Truck

Printed Circuit ''Pin" Terminal

Identification - Commando,
Wagoneer and Truck
SJ)Hdometer
Assembly A. Blue WITracer - Temperature
Gouge
B. Red WITracer - Cluster Illumina-
tion
C. White - Fuel Gouge
D. Block W/Yellow Tracer- Ground
E. Yellow WITracer - .left Turn In-
dicator
FIGURE 66 - Instrument Cluster Assembly - CJ-5/CJ-6 G. Purple - O il Pressure Warning
H. Gray - Alternator Indicator
Directional Hazard Hazard Warning (4-Woy)
Hi-Beam Signal Flasher Warning Signal Flasher
J. Black W/White Tracer - Right
.Mounting Stud (white) Fuse (9 amp) Flasher Fuse ( 14 amp) Turn Indicator
Oil (double purple) Windshield K. Green WITracer Ignition
Wiper Switch Terminal
l. White W /Red Tracer - Hi-Beam
Indicator

INSTRUMENT CLUSTER
COMPONENT TESTS AND
REPLACEMENT
Printed Circuit Test
Remove the instrument cluster. Do
not disassemble the cluster. Remove a ll
bulbs. An O hmmeter or Test lamp
J-21008 should be used. When using
on Ohmmeter, use low scale and adjust
meter to "0" reading.

Unit NOTE: Refer to Figure 70 for pin ter-

Terminal
"I" Terminal
FIGURE 67 - Rear View of Instrument Panel - CJ-5/CJ-6
barbs and push the cluster away from
the panel to remove it.
To install the cluster, attach the
lower two (2) spring clips and insert the
cluster into the panel until all spring
clips snap into place.
Insta ll the speedometer cable and
pin terminal plug. Connect the battery.
minal identification.
Connect a test lamp or Ohmmeter
lead to the correct pin plug terminal
for the circuit to be tested. Follow each
circuit from the pin to each uncoated
position up to the bulb or indicator in
that circuit. The bulb should light or
the Ohmmeter should read "0'' resist-
once at these positions.
3-36
~--Panel
"Temp" Gauge
Right Turn Instrument Battery
Voltage Charge
Regulator Indicator
FIGURE 69 - Rear View of Instrument Cluster - Comma ndo, W agoneer a nd
Truck
0
l72197
FIGURE 70 - Instrument Cluster
Printed Circuit Pin Terminals -
Commando, Wagoneer and Truck
Check all uncoated positions on the
opposite side of the bulb or indicator
circuit. The circuit must go to either o
pin terminal or o grounding screw.
The bulb should light or the Ohm-
meter should read "0'' resistance.
Connect the test lamp or Ohmmeter
lead to the ground pin terminal and
the other lead to the cluster metal case.
The bulb should light or the Ohm-
meter should read "0" resistance.
When the bulb foils to light or the
Ohmmeter reads resistance on any of
the tests, replace the printed circuit.
Check for shorting between circuits.
With o lead connected to the correct
pin for the circuit to be tested, move
the other lead to all other pin terminals
in the cluster. There should be no light
or resistance indication between cir-
cuits.
ELECTRICAL
Illumination--- -, "Fuel11
PinK Gauge
Oil Left Turn
Pressure
Indicator
Instrument Illumination
CJ-5/CJ-6
Two bulbs provide light for the in-
strument cluster. Current and protec-
tion for the panel bulbs comes from
the circuit breaker located at the head
light switch.
Do not pull on the bulb wire to
remove, grasp the socket and pull
down and away from the cluster to
separate the bulb from the cluster
housing.
Commando
Two bulbs provide lighting for the
instrument cluster and a hooded ex-
terior light illuminates the heater con-
trols, fan, lights, windshield wiper and
windshield washer switches. The panel
lights ore fed through o dimmer switch
located on the lower flange of the
instrument panel. The dimmer switch is
fed from the head light switch. Circuit
protection is provided by the circuit
breaker attached to the head light
switch (Fig. 71 ). The light for the
switch control panel (Fig. 72) is ground-
ed to the instrument panel by the at-
taching nut.
Wagoneer and Truck
Two bulbs provide lighting for the
instrument cluster and one bulb illumi-
nates the heater control panel. Panel
lights ore fed from the head light
Pin C switch through on adjustable rheostat.
To replace instrument cluster bulbs,
reach up behind the cluster, twist the
bulb socket counterclockwise (viewed
from the rear) and pull out. To replace
the heater control panel bulb, pry the
bulb socket bock until the spring clip
which attaches the socket to the panel
is free of o tong.
Charge Indicator (Amp)
All models operate in the some man-
ner, the major difference being that
the CJ-5/CJ-6 does not have o printed
circuit.
The charge indicator bulb should be
Pin D off when the key is off or when the
engine is operating. If the indicator
is on when the key is off, o positive
diode in the alternator is defective.
The indicator should glow brightly
when the key is on and the engine
is not operating. If the indicator light
is defective, it can be replaced in the
CJ-5/CJ-6 by pulling the bulb socket
down and out from the instrument
cluster. On the Commando, Wagoneer
and Truck - reach up behind the in-
strument cluster, turn the bulb socket
Y.. turn counterclockwise and pull out
the bulb and socket.
The charge indicator does not in-
dicate that the battery is receiving a
charge. If the alternator is producing
20 amps and there is a 30 amp load,
the indicator bulb will not light unless
the battery voltage drops sufficiently
below the alternator voltage to cause
current to flow through the indicator
bulb. For a more complete diagnosis
of the indicator bulb circuit, refer to
the alternator section "Excitation and
Bulb Circuit."
Oil Pressure Warning Light and
Sending Unit Test
The low oil pressure indicator light
is wired in series with the oil pressure
sending unit on the engine block. This
sending unit contains a diaphragm,
spring, linkage and electrical contacts.
When the ignition switch is in the "on"
position, the indicator circuit is ener-
gized and the circuit is completed to
ground through the closed contacts in
the sending unit. Upon starting the
engine, oil pressure compresses the
diaphragm and opens the contact
points, thereby opening the circuit to
the indicator light.

Temp Defroster Fan Wiper and
Control Control Switch Washer Switch
FIGURE 71 - Rear View of Control Panel - Commando
FIGURE 72 - Switch Control Panel
-Commando
No light is used on systems utilizing
on oil pressure gouge.
With the ignition switch in the "IGN"
position and the engine not running,
the oil pressure indicator should light.
If the indicator does not light, ground
the oil pressure sending unit wire to
the engine. If the indicator does not
light, either the bulb, wiring or printed
circuit is defective.
If the indicator does light with the
wire grounded, the oil sending unit
switch is defective and must be re-
placed.
NOTE: If the oil pressure warning
light remains on coMtontly when the
engine is operating, check the engine
oil pressure by removing the sender
unit and installing a direct reading oil
pressure gauge.
O il Pressure Gauge and
Sending Unit Test (CJ-5/CJ-6)
To test the accuracy of the oil pres-
ELECTRICAL
Headlig ht
Switch
Headlight
Switch
Circuit
Breaker
Panel
;--- - - Reta ining
Spring
Clip
sure gouge and the sending unit, the
following procedure may be used.
Equipment required: Tester J-22344-
01, direct reading oil gouge and ''T"
fitting (Automatic Tronsmission Gouge
W-320 con be used).
Gouge Test - Disconnect the wire
from the sending unit located on the
engine. Turn the ignition switch to the
"on" position. Connect one lead of the
tester to a good ground and the other
lead to the sending unit wire. The
gouge should read os follows:
P.S.I. Resistance (O hms)
() 240 + 7
30 103 3
60 33.5 + 1
Check all circuit connections before
replacing the gouge.
Sender Unit Test
After verifying a proper operating
gouge, remove the oil sender unit and
install a ''T" fitting between the block
fitting and the sender. Connect a d irect
reoding oil pressure gouge to the "T"
fitting. Connect the sender unit wires;
start the engine and compare the read-
ings between the two gouges. Replace
sender unit if defective.
Temperature Gauge a nd
Sending Unit
The temperature gouge circuit is
comprised of o sending unit, connect-
ing wiring, and gouge. On the Com-
mando, Wagoneer and Truck, it also
includes the instrument cluster printed
circuit.
The sending unit is threaded into
the cylinder head on 6 cylinder en-
g ines and into the intake manifold
coolant crossover on 8 cylinder engines.
The indicator, located in the instrument
cluster, is grounded through the vari-
able resistance of the sending unit.
Changes in the coolant temperature
vary the resistance of the sending unit,
thereby increasing or decreasing the
temperature ind ication.
Fuel level Gauge and
Sending Unit
The fuel level gouge circuit is com-
prised of a sending unit, connecting
wiring, and gouge. On the Commando,
Wagoneer and Truck, it also includes
the instrument cluster printed circuit.
The sending unit is located in the
fuel tonk and the gouge in the instru-
ment cluster. The gouge is grounded
through the variable resistance of the
sending unit.
A float attached to o slide rheostat
follows the level of the fuel. Changes
in the fuel level vary the slide rheo-
stat resistance, thereby increasing or
decreasing the fuel level indication.
Attitude of the body of the cor
while porked or making starts and
stops will effect the fuel indication.
The fuel gouge on the CJ-5/CJ-6
Series is o combination gouge and
constant voltage regulator (CVR). This
CVR provides approximately 5 volts to
both the fuel and temperature gouges.
Fuel or Temperature Gauge
Tests
The use of Universal Gouge Tester,
J-22344-0 1 is recommended for gouge
testing. The tester is to be used on the
ground side of o gouge to simulate the
operation of o sender unit.
All Models - Testing at the
Sending Unit
Disconnect the sending wire ot the
sending unit.
Connect one lead of the tester to
the disconnected wire and the other
lead to o known good ground.
Turn the ignition switch to the "ON"
position.
Turn the tester controls to select each
Ohm valUe listed on the chart and
3-38
observe the gouge.
If the gouge reading is accurate
for each ohm value selected (refer
to " Gouge Ohm Value Chart") the
trouble is in the sending unit or the
sending unit ground circuit (includes
sending unit to body or frame ground
connections and. engine to body or
frame ground connections). After veri-
fying a good sender unit ground con-
nection, replace the sender unit if the
gouge is accurate.
If the gouge reading is not accu-
rate for each Ohm value selected,
no gouge reading is obtained or the
gouge needle is pegged above the
"full" or "hot" position, disconnect the
test leads and reconnect the sending
unit wire. Proceed to "Fuel or Tem-
perature Gouge Tests - At the instru-
ment cluster."
GAUGE OHM VALUE CHART
Tester GAUGE
FUEl TEMP
Mid-
E y, F C Scale H
J-22344-01 72 23 9 72 23 9
NOTE: Fuel and temperature gouges
ore 5% meters, that is, they must be
accurate within 5% of a specific Ohm
value.
EXAMPLE: 5% of 60 Ohms is 3 Ohms or
60 + 3 Ohms.
Testing at the Instrument
Cluster
CAUTION: Be sure tester leads are
properly connected before turning ig-
nition switch "ON."
CJ-5/CJ-6 - Refer to Figure 67 and
Figure 73.
Disconnect the sender unit wire (out-
put terminal) from the terminal.
Connect one tester lead to the out-
put terminal of the gouge and the
other lead to o known good ground
(T-1 ).
Turn the ignition switch "ON." Ob-
serve the gouge reading while select-
ing the Ohm values listed on the chart.
If the gouge now reads correctly,
the wire leading to the sender unit is
defective.
If no reading is obtained, check the
ELECTRICAL
Green
r--,
-L \ CVR Ground
\
\
Sender
Unit
FIGURE 73- Fuel and Temperature Gauge Circuitry- CJ-.5/CJ-6
input voitoge to the gouge, ("I" ter-
minal) with o test light or voltmeter
(Fig. 73).
When checking input voltage, check
the fuel gouge first. The "I" terminal
of the fuel gouge is fed battery volt-
age. This terminal voltage con be
checked by placing the positive ( + )
lead of a voltmeter on the "I" terminal
and contacting a known good ground
with the negative (- ) lead (V-1).
If no voltage or a drop of more
than .2 voltage (as compared to bat-
tery voltage) is indicated at V-1, check
connections at the ignition switch, head
light switch circuit breaker ond the
yellow wire bock to the starter motor
relay for loose connections, corrosion
or broken wires.
"I" terminal voltage at the fuel
gouge is regulated internally to ap-
proximately 5 volts. To check this volt-
age, attach voltmeter, V-2, to the
CVR terminal as shown. The voltmeter
should pulsate from "0" to system
voltage (12-14V.) about once every
second or less. A steady reading of
battery voltage indicates that the CVR
is defective or does not hove a ground
(Fig. 66). No reading at all indicates
a defective CVR. The CVR and fuel
gouge ore integral, therefore, the en-
tire fuel gouge must be replaced if
the CVR is defective.
The fuel gouge CVR terminal feeds
Headlight
Switch
Circuit
Red Breaker
(25 amp)
Sender
Unit
I
I
I
I
-,
I
--'-
To Storter Motor
172170
the temperature gouge. A defective
CVR will cause both gouges to read
too high, too low or not at all.
If the fuel gouge operation is satis-
factory, check the temperature gouge
by connecting the gouge tester (T-2)
os shown in Figure 73.
If the gouge now reads correctly,
the wire leading to the sender unit is
defective.
Refer to the CJ-5/CJ-6 "Fuel and
Temperature Gouge Diagnosis Guide."
Do not test gouges removed from
the instrument cluster unless the fuel
gouge is grounded by on extra ground
wire attached to the gouge housing.
Testing at the Instrument
Cluster - Commando,
Wagoneer and Truck
CAUTION: Gouges do not hove fused
or circuit breaker protected circuits.
Refer to Figures 74 and 69.
Disconnect either battery cable. Re-
move the instrument cluster ond dis-
connect the instrument wire harness.
Connect o jumper wire in series
with a 4 amp fuse between o battery
voltage source and the "Ignition" "K"
pin terminal of the printed circuit.
Connect o jumper wire between the
CVR case ond a known good ground.
Do not apply battery voltage di-
 ELECTRICAL 3-39

FUEL and TEMPERATURE GAUGE DIAGNOSIS GUIDE

CJ-5/CJ-6

CAUTION: Gauges do not have fused

or circuit breaker protected circuits.

I Gouge does not register r~uge registers Full or Hot at aiiJ

t1mes

Ground tank or en-

gine sending unit I l
Disconnect sending unit wire I
at the tank or engine
with jumper wire

t ~
t t
Gauge operates I IGouge doesn't
operate
I +
Gouge needle
drops to "E" or
Gouge needle remains at "F"
or "H"
"C"

l
Add ground wire
to tank or repair
~G~ound sending unit
w1re
IReplace
sending unit I Gauge or sending wire
shorted. Repair or replace as
ground strap at required
motor support

~
Gouge operates I I Gouge doesn't
operate
J
l
Clean connections and re- Turn ignition key to "Off." Remove sender unit wire (output) from
check entire range of gauge gauge. Ground output side of fuel indicator with jumper wire and
with Gauge Tester J-22344- turn ignition key to "On" position
01. Replace gauge if defective
Approximate Resistance I
~
Values
E - 72 Ohms- 100
!12 - 23 Ohms- 161
IGouge operates I I
Gouge doesn't
operate
F - 90hms-250
l i
~O~n circuit in sending unit
w1re
l Check circuit from gauge
to ignition switch, head-
light switch circuit breaker
and starter motor relay

Check CVR Terminal of

fuel gauge

INo battery voltage

or steady voltage

Defective Unit - Replace

fuel gauge
3-40 ELECTRICAL

FUEL and TEMPERATURE GAUGE DIAGNOSIS GUIDE

COMMANDO, WAGONEER and TRUCK

CAUTION: Gouges do not have fused

or circuit breaker protected circuits.

IGouge does not register I Gouge registers Full or Hot at

times
oiiJ

Ground tonk or en-

l
Disconnect sending unit wire
gine sending unit at the tonk or engine
with jumper wire
t i
t
t
Gouge operates I I t
Gouge doesn't
operate
I Gouge needle
drops to "E" or
+
Gouge needle remains at "F"
or "H"
"Cu

Add ground wire

l
Ground sending unit Replace
~ l
Gouge or sending wire
to tonk or repair wire sending unit shorted. Repair or replace as
ground strop at required
motor support
l j

I Gouge operates Gouge doesn't
operate

i
Clean connections and re- Turn ignition key to "Off." Disconnect battery. Remove instrument
check entire range of gouge cluster. Connect ground wire to CVR. Connect fused (4 amp) jumper
with Gouge Tester J-22344- wire to "K" pin terminal. Ground output side (sender unit wire)
01. Replace gouge if defective using Gouge Tester. Connect battery. Turn ignition "On"
Approximate Resistance
Values l
i
E- 72 Ohms - 100
0z - 23 O hms- 161
F- 90hms-250
IGouge operates J l t
Gouge doesn't
operate
I
t
Open circuit in sending unit Check circuit from gouge
wire to ignition switch, head-
Open circuit in feed wire light switch circuit breaker
to "K" pin terminal and starter motor relay

~
l Check CVR Terminal of r
fuel gouge

l
No battery voltage
or steady voltage

J
Defective Unit - Replace
fuel gouge

rectly to gauge input terminals with a
jumper wire.
Do not disconnect the ground jumper
wire until the battery voltage source
jumper wire has been disconnected to
prevent system voltage being applied
directly to gauges.
Connect one tester lead to the out-
put terminal of the gauge and the
other lead to a known good ground
(Fig. 74).
FIGURE 74- Testing Fuel and
Temperature Gauges- Commando,
Wagoneer and Truck
Reconnect the battery cable. Ob-
serve the gauge reading while select-
ing the Ohm values listed on the chart.
Temperature and Fuel Gauge
Replacement (Cluster Removed)
All models require the cluster to be
removed in order to service the gauges.
CJ-5/CJ-6
Carefully uncrimp the lip of the
outer bezel and remove the outer
bezel, glass and glass retaining bezel
(Fig. 75). Remove the two attaching
screws from the speedometer housing
and remove the speedometer housing
and face plate. Either of the gauges
can now be removed by removing the
attaching nuts.
When installing the gauges, be sure
the gauges are properly centered in
the gauge openings in the face plate.
If the fuel gauge is being replaced,
burnish the metal to remove any cor-
ELECTRICAL
TEST RESULTS
With Tester Connected as
Shown in Figure 74
Gauge reading satisfactory
at each Ohm value selected
(Gauge was defective
as installed in vehicle)
No gauge reading
Gauge reads ''Full" or
"Hot" at all Ohm values
selected
Temperature and fuel
gauges both read too low
or too high
CAUTION: Upon completing tests, do not disconnect the
ground jumper wire until the baHery voltage source jumper
wire has been disconnected and the ignition switch is in the
"OFF" position.
rosion at the contact (CVR ground
area.
Commando, Wagoneer and
Truck
Carefully uncrimp the retaining tabs
holding the face mask to the cluster
housing and remove the mask and
retainer. Either of the gauges can now
be removed by removing the gauge
attaching nuts. When installing gauges
be sure the printed circuit contact sur-
face is clean.
Fuel Tank Sender Unit
Replacement
On all models the fuel tank must
be dropped down out of the mounting
brackets in order to service the sender
unit. Refer to the "Fuei-Carburetion-
Exhaust" Section for fuel tank mount-
ing information.
IGNITION SWITCH
The ignition switch has four positions:
3-41
POSSIBLE LOCATION OF
TROUBLE
Gauge output terminal to printed
circuit connection.
Printed circuit between gauge
output terminal ond gauge (indi-
cator) pin terminal.
Sending wire or wire hamess
connections.
Ignition terminal of instrument
harness connector.
Gauge terminals to printed cir-
cuit connections.
Printed circuit between gauge
input terminal and ignition pin
terminal.
Gauge.
Gauge or defective CVR.
CVR unit.
CVR case ground connection.
(1) ACCESSORY, (2) LOCK, (3) ON,
and (4) START. The key must be in
the switch to turn it to any position
other than LOCK, and the key can be
removed only in the LOCK position.
In "ACC.", a connection is made
from the battery terminal to the ac-
cessory terminal of the switch to allow
accessories such as the radio, blower
and/or windshield wiper to be oper-
ated with the ignition fuel gouge and
indicator light circuits off.
In "LOCK", no accessory supplied
through the ignition switch con be
c;>perated.
In "ON", a connection is mode from
the battery terminal to the accessory
terminal so that all ignition switch
supplied accessories can be operated.
Also the battery is connected to the
ballast resistor leading to the ignition
coil (IGN). From this some terminal,
a lead into the instrument duster en-
ergizes the fuel gouge and indicator
lights.
In "START", all ignition switch sup-
3-42
Bezel and Glasa Assembly
FIGURE 75 - Instrument Cluster Assembly CJ-5/CJ-6
plied accessories are temporarily dis-
connected. A connection is made to
the starter solenoid relay. The charge
and oil indicator lamps will light until
the engine is started.
Removal and Installation
CJ-5/CJ-6
Remove key and retaining nut from
front of panel. Remove switch from
rear of panel and remove wires. When
installing the switch, line up the notch
in the switch with the tab in the panel.
Commando, Wagoneer and
Truck
Refer to Figure 76.
Press the main switch body toward
the instrument panel compressing the
spring until the notched bezel is free
to be turned counterclockwise, thus
releasing it off the notch pins.
Remove the bezel and pull back the
main switch body thereby releasing
the spring tension. lower the switch
body from under the instrument panel
so that the wiring harness plug can
be removed from the prong connection.
To install the switch, place the main
compression spring on the main switch
ELECTRICAL
Cl.m.r Housing
: - - - - - Contad for
CVR Ground
Be:r.el Retaining Tabs
Commando,
Wagoneer
and
Truck---
FIGURE 76 - Ignition Switch and lock Cylinder
body.
Install this main switch body into the
instrument panel opening from the
rear.
To make sure that the switch is in its
correct position, install the ignition key
in the off position. Then tum the switch
body until the key is straight up and
down. Remove the key and push on the
main switch body so that the notched
bezel can be insta lled freely with the
notches in line with the notch pins.
Turn the bezel clockwise to lock in
position. The word "Starter" should be
on top when correctly assembled.
Ignition Switch Cylinder
Replacement
The cylinder replacement procedure
is the some for all models (Fig. 76).
Remove the ignition switch trom the
vehicle.
A spring loaded brass retainer holds
the cylinder in the switch case. The
cylinder can be removed with the key
in or out of the cylinder and in any
position except "ACC" position.
Turn the switch to the "IGN" posi-
tion, if possible, for this is the easiest
position to depress the brass retainer.
Insert a heavy duty type paper clip
through the cylinder release hole and
depress the retainer ring until it clears
the retaining ridge and allows the cyl-
inder to be withdrawn.
To insta ll a new cylinder, line up
the male tang on the cylinder with the
female slot in the case. Depress the
spring loaded brass retainer, and insert
the cylinder until the retainer snaps
into position.
Ignition Switch Testing
Although an Ohmmeter can be used
Teruion Bezel
Spring
Retaining
Nut
72202
to check continuity between common
connections (refer to chart), a better
method is to place a load across the
switch (heat er, ignition, etc.) which will
heat the switch and show the switch
under norma l operation. W ith the
switch carrying a load, insert one
paper clip into the ignition feed wire
connector at the back of the switch and
one paper clip into any other terminal
that is carrying the load. Connect a
voltmeter to the two paper clips and
note the reading. The maximum volt-
age drop (the voltage ind icated on
the voltmeter) is .012 volts per amp.

This means that a 10 amp. load would
allow 10 x .012 volt or .1 (one tenth)
volt to appear on the scale. A reading
of .2 (two tenths) volt, for example,
would mean that the switch is defective.
IGNITION SWITCH TERMINAL
CONTINUITY
POSITION CIRCUIT
Lode (Off) Open
Accessory Bot, Ace connected
On Bot, lgn, Ace connected
Start Bot, St, lgn connected
LIGHTING SYSTEM
The wiring of the lighting systems
is shown in the wiring diagrams, which
indicate the various units in relation
to their positions in the vehicle. The
wires in the various circuits are of dif-
ferent colors or are marked by tracers
to aid when checking individual cir-
cuits.
The lighting circuits of all models
except the Wagoneer ond Truck are
protected by on overload circuit break-
er mounted on the bock of the main
light switch and no replaceable fuse
is required.
The Wagoneer and Truck hove a
20 amp circuit breaker built into the
switch.
The upper and lower headlight
beams ore controlled by a foot switch
located on the toe board to the left
of the clutch pedal.
Head lamps
All models ore equipped with o
single headlomp system.
The ''Type 2" headlamp used with
the single system is identified by the
number "2" embossed on the sealed
beam face. The lamp contains two
elements; one low beam and one high
beam.
Headlamp Aiming Procedure
Lamps must be aimed on the low
beam. lamps may be aimed either
with mechanical oimers or by using a
screen. If mechanical a imers C-3674
are used, follow instruction supplied
with the aiming equipment. If a screen
is to be used, preparation for aiming
is as follows:
ELECTRICAL 3-43
locate the vehicle in o darkened considerably lower than the horizontal
area with a level floor area and with reference line on the screen (Fig. 78).
a screen (may be a wall) having a Then, turn the screw clockwise until the
nonreflecting white surface. A refer- top edge of the high intensity area
ence line should be marked on the is even with the horizontal line.
floor 25 feet away from and parallel Turn the horizontal aiming screw
to the screen. Position the vehicle per- counterclockwise until the beam is off
pendicular to the screen and with the the centering tape. Then, turn the same
front headlomps directly over the refer- screw clockwise until the left edge of
ence line. the high intensity area is 2" to the
locate the middle tape on the screen right of the lamp centerline (Fig. 77).
so that it is aligned with the center Cover the lamp that has been aimed
line of the vehicle. and aim the other lamp using the same
Equalize a ll tire pressures. procedure.
Rock the vehicle from side to side to
equalize springs and shock absorbers. Vertical Adiu.tment Horizonta l Adjustment
Measure the distance between ve-
hicle headlamp centers. Then, position
marker tapes vertically on the screen
to the right and left of the middle
tape at ha lf this distance.
Measure the distance from the center
of each lamp to the surface on which
the vehicle rests. Position a marker
tape horizontally on the screen to
cross the vertical tapes at the measured
height of each lamp center respec-
tively.
Remove the headlamp doors on the
CJ-5/CJ-6, Wagoneer and Truck. The
Commando headlamps can be ad-
justed without removing any trim.
Clean the headlamps.
Turn the headlights on low beam. 72203
Cover the lamp not being aimed. Be FIG URE 78 - Headlamp Adjustment
sure to use the horizontal reference
line on the screen that is the some
Heodlamp Replacement
d imension as the vehicle lamp height.
Turn the vertical aiming screw coun- Refer to Figure 79.
terclockwise until the lamp beam is Each sealed beam heodlomp can
Vertical Tope left lomp Center
Horizontal Tape
J....I!~~>:-Zone of Greotftt Intensity
2 Inches 2 Inches
Height of Lamp Centers
I
/~~~~
f7
7 l72191
FIGURE 77 - Headlamp Aiming Chart
3-44
FIGURE 79- Headlamp Assemblies
only be replaced as a complete unit.
NOTE: Head/amps hove a figure "2"
molded into the gloss at the top of the
lens.
The only difference in the replace-
ment procedure between the models
is the removal of the heodlomp door.
The remainder of the headlomp assem-
bly is the some for all models.
To remove the door on the CJ-5/
CJ-6, remove the one lower attaching
screw. Pull the door out slightly at the
bottom and push up to disengage the
upper retaining tab (Fig. 80).
FIGURE 80 - Headlomp Door
Retention - CJ-5/CJ-6
The Commando door is retained by
four screws, and the Wagoneer and
Truck hove three screws.
Remove the screws and remove the
door.
Remove the three screws in the re-
taining ring.
Pull the heodlomp out and discon-
ELECTRICAL
- - - - - Heodlamp Door
72201
nect the wire harness.
When installing a heodlomp, the
number "2" is at the top of the lamp.
When replacing heodlomps, check
lamp aim following procedures de-
scribed under "Heodlomp Aiming Pro-
cedure."
Headlamp Switch Removal
CJ-5/CJ-6
The two position switch does not
hove a rheostat. Current to the switch
is routed through the attached 25 amp
circuit breaker.
To remove the switch, remove the
set screw in the knob and unscrew the
knob from the shaft.
Remove the retaining nut and drop
the switch down for access to the wires.
Remove the wires and remove the
switch. Remove the circuit breaker
from the switch.
Commando
A twa position rocker type switch
(Fig. 81 ) is located in the control panel
(Fig. 71).
To remove the switch first disconnect
one battery cable.
Remove the control pone( by de-
pressing the spring clips located at
each side of the panel (Fig. 71 ) while
pushing away from the instrument
panel.
Circuit Breoker
FIGURE 81 - Headlamp Switch-
Commando
Remove the circuit breaker and at-
tached wires. Remove screws securing
light switch to switch panel and remove
light switch. When replacing the switch,
make sure that the OFF is in the cor-
rect reading position. Carefully replace
the terminal plug on the switch making
sure it fits tightly on the switch con-
nections.
Wagoneer and Truck
The switch is a two position switch
containing a rheostat for controlling
instrument panel light brightness (Fig.
82). Rotating the knob clockwise dims
the panel lights. Rotating the knob
fully counterclockwise turns on the
dome and courtesy lamps.
To remove the switch, first disconnect
the wire connector plug from the switch.
Pull the control knob out to the
second position. From behind the in-
strument panel, depress the knob re-
lease button (as shown in Figure 82
inset) and pull the knob out of the
switch. Remove the retaining nut and
bezel. Then remove the switch through
the rear of the instrument panel.
When replacing the switch, make
sure that the light bezel is installed
with the word "light" in the correct
reading position before installing the
retaining nut. Replace the wire terminal
plug on the switch carefully. Be sure
that it is tight on the switch connec-
tions.
Headlamp Dimmer Switch
Refer to figure 83.
To remove the headlight dimmer
switch, first pull up on the wire plug
removing it from the switch. Then re-

Control Knob
Chrome Bezel Releose Button
Retaining Nut Dome light Switch 72587
FIGURE 82 -Hea d lamp Switch -
Wagoneer a nd Truck
FIGURE 83 - Headlight Dimmer Switch
move the two cap screws that hold
the dimmer switch to the floor board.
Remove the plug. Check the operation
of the dimmer switch with a test light.
A circuit across two different pairs of
contacts (one to headlights, the other
to the high-beam indicator light) should
alternately light the test lamp when
the switch is operated.
Front Parking and Directional
lights
CJ-5/CJ-6
The parking lights are mounted in
the radiator guard panel just below
the headlights. These lights are on
when the headlamp switch knob is
pulled out to the first or second posi-
tion.
To replace a parking lamp, remove
three screws allowing the lens to be
removed. Replace the lamp, which is
recessed bock in the housing.
If the complete parking light as-
sembly is to be removed for service
ELECTRICAL
or replacement, disconnect the wire
connector from the harness. Then re-
move the nuts and lock washers se-
curing the parking light assembly and
remove through the front of the panel.
Housing and Cable Assembly
Bulb
Gasket \ sheet metal away from the lamp as-
~-
* - -Screw Nut a nd l ockwasher
72589
FIGURE 84- Tail, Stop and
Directiona l light
CJ-5/ CJ-6
Commando
The parking lights are mounted in
the radiator grille panel. These lights
ore on when the main switch control
knob is pulled out to the first or second
position.
To replace a parking lamp, remove
three screws allowing the lens to be
removed.
If the complete parking light as-
sembly is to be removed for service or
replacement, disconnect the wire con-
nector at the harness. Remove the nuts
and lock washers securing the parking
light assembly and remove through the
front of the headlight panel.
Wagoneer a nd Truck
Refer to Figure 85.
l72194
FIGURE 85 - Assembly Sequence -
Front Parking and Directional light -
Wagoneer and Truck
The parking fights are mounted in
the headlight panel just above the
bumper. These lights are on when the
knob is pulled out to the first or second
position.
To replace a parking lamp, remove
3-45
two screws allowing the lens and
colored reflector to be removed.
To remove -the entire park lamp as-
sembly remove the lens.
Insert a narrow bladed common
screwdriver between tfle lamp body
and the body sheet metal. Pry the
sembly until the spring clip on the side
is disengaged. Pull out the lamp as-
sembly to disconnect the wires. Before
installing the lamp assembly, bend the
retaining sheet metal lip back to its
original position.
Rear Directional, Side Marker,
Stop and Tail lights
CJ-5/CJ-6
Refer to Figure 86.
The tail lights are mounted in the
rear corner posts of the body and are
on whenever the headlight switch knob
is pulled out to any position.
To replace a lamp, remove lens
screws, lens and gasket. Clean lens
and reflector before replacing.
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.
To replace side marker bulbs, re-
move the lamp assembly, turn the bulb
!/4 turn counterclockwise and remove
the bulb.
Commando
Refer to Figure 87.
The tail lights are mounted in the
rear corner posts of the body and are
on whenever the main switch control
knob is pulled out to any position.
To replace a lamp, remove four
screws and remove the lens. Clean lens
and reflector before replacing.
To remove the parking and taillight
housing, disconnect wiring plug, re-
move the three nuts and lock washers
securing tail light assembly to body
and remove from rear of body.
Wagoneer
The tail lights are mounted on the
rear corner posts of the body. They are
on whenever the headlight switch con-
trol knob is pulled out to any position.
To replace a lamp, remove four
screws and remove the lens. The white
reflector is held in position by one cap-
3-46
FIGURE 86- Assembly Sequence- Rear Directional, Stop, Back-Up, Taillights,
and Side Marker lights - CJ-5/CJ-6
FIGURE 87 - Rear Directional,
Back-Up and Taillight- Commando
FIGURE 88 - Assembly Sequence - Rear Directional, Stop, Back-Up and
Taillight- Wagoneer
ELECTRICAL
screw which, when removed with the
reflector, allows the bulb to be re-
moved and replaced. Clean lens and
reflector before replacing.
To remove the parking and tail light
housing, first remove the rear trim
panel. On the right side, pull the panel
out at the top and remove (this section
of the body carries car jack and tire
wrench): On the left side, the trim
panel is held by expanding plugs. Use
care in prying these plugs out of their
recesses so that the panel is not bent
or damaged.
After the panel has been removed,
the tail light wire connectors can be
72196
0
removed from the harness connectiop.
Then remove four holding nuts and
push the housing out from the corner
posts.
Thriftside Pickup Truck
On these vehicles, the light is
mounted to brackets located on the
outside rear of the pickup box side
panels. The light assembly can be re-
moved for replacement purposes by
unplugging the light connector and
removing the nut and washer that hold
the light to the bracket. The lens and
reflector are held in the light assembly
by a snap ring. To replace a bulb,
remove the snap ring to permit re-
moval of the lens, reflector, and gas-
kets. Push in on the bulb and turn
counterclockwise to remove.
Townside Pickup Truck
On these vehicles, the light assem-
blies are mounted in the pickup box
end shields and are held in place by
index pins and clips secured to the
body. To replace a bulb, remove the
lens and reflector by removing three
retaining screws around the lens. With
lens, reflector, and gaskets removed,
push down on the bulb and turn coun-
terclockwise. The housing can be re-
moved from the body by unplugging
the connector, removing the lens and
reflectors, and prying out on the hous-
ing so as to snap out clips and index
pins.
License Plate Light
CJ-5/CJ-6
The left tail light illuminates the
license plate. Refer to Figure 86.
Commando and Wagoneer
The license plate light is attached
to the tailgate and is of the swing-type
design to enable the license plate to
be visible when the tailgate is in
the down position. The bulb can be
changed by removing the clear plastic
lens (Fig. 89).
Back-Up Lights and Back-Up
Light Switch - Replacement or
Adjustment
CJ-5/CJ-6
The back-up lights are located on

FIGURE 89 - License Plate l ight -
Commando and W agoneer
the rear of the vehicle directly below
the taillight. The back-up lights are
actuated by the movement of the re-
verse shift rail when the ignition is
"ON". The back-up light switch is
threaded into the right rear corner of
the transmission cover housing.
The back-up light switch is not re-
pairable and must be replaced if de-
fective.
Bulbs can be replaced by removing
the snap ring, lens and gasket from
the assembly.
Circuitry for the back-up lights is
as follows:
A green with white tracer wire is
connected to the ignition terminal of
the ignition switch. A nine amp. fuse is
inserted in the circuit a short distance
behind the ignition switch.
The instrument harness connects to
the frame harness where the green
w/tracer wire continues back to two
connectors (one on each side of the
vehicle) where the back-up light wires
ore connected. The back-up lights de-
pend on the lamp mounting studs for
completion of the ground circuit to the
body.
Commando, Wagoneer and
Truck
To replace a bulb, remove the back-
up light lens.
Back-up light switch adjustment and
circuitry is as follows.
Manual (floor shift) transmission -
ELECTRICAL
A nine (9) amp. fused, green w/tracer
wire connected from the "Ace" ter-
minal of the ignition switch leads to the
back-up light switch threaded into the
right rear corner of the transmission
cover housing. The back-up light switch
is actuated by the reverse shift rail.
The back-up lights complete the
ground return circuit to the body
through the tail light assembly mount-
ing studs. The back-up light switch is
not serviceable or adjustable and must
be replaced as a unit.
Automatic transmission - Wiring for
the automatic transmission is the same
as for the manual transmission except
that a combination back-up/neutral
safety switch is mounted on the steer-
ing column. This switch is adjustable. If
defective the switch must be replaced.
To adjust the back-up light switch,
place the transmission shift lever in the
"R" position. Loosen (do not remove)
the two switch attaching screws. Turn
the ignition switch to the "IGN" posi-
tion. Rotate the switch one direction or
the other until the back-up lights op-
erate. Tighten the attaching screws.
Check the switch for an engine start in
the "N" and "P" positions. The engine
must not start in "R", "D", "2" or "1"
position.
As an aid to adjusting the back-up
light switch, install a test lamp to the
double green w/tracer wire terminal
and ground one side of the lamp.
When the test lamp lights, the back-up
lights are operating.
Courtesy and Dome lights -
Wagoneer and Truck
The courtesy and dome lights op-
erate when the front doors ore opened,
being actuated by the door pillar
switch which provides a ground for the
circuit.
Battery feed is from the headlight
switch through a rheostat. When the
doors are closed, the dome and cour-
tesy lights are operated by rotating
the headlamp switch knob counter-
clockwise to the stop. The ground for
the lights is then through the headlamp
switch.
The dome light lens can be removed
by squeezing the lens together to dis-
engage the retaining tab (fig. 90).
The lamp assembly can be removed
after removing two attaching screws.
The dome light bracket in the cab of
3-47
Truck body styles is centrally located
above the rear window.
Mounting &racket
/
FIGURE 90 - Dome Lig ht
DIRECTIONAL SIGNAL SWITCH
The most frequent causes of failure
in the directional signal system are
loose connections and burned-out
bulbs. A flashing rate approximately
twice thenormal rote usually indicates
a burned-out bulb in the circuit.
If a three lamp flasher is installed by
mistake in a cor having only two lamp
bulbs per side, the lights will light but
won't flash. Conversely, if a two lamp
flasher is used on a car having three
lamps, the too high current draw will
cause the lights to flash too fast.
If there is no signal at any front,
rear, or indicator light, first check the
fuse located in the harness.
If fuse checks OK, next eliminate
flasher unit by substituting a known
good flasher. If new flasher does not
cure trouble, check signal system wiring
connections at fuse and at steering
column connector.
NOTE: If broke stop lights function
properly, rear signal light bulbs ore OK.
CJ-5/CJ-6
The switch is self-canceling unit
clamped to the steering column with
two Allen head screws. The battery
feed is through a 9 amp fused red
wire connected to an accessory ter-
minal of the ignition key switch. The
fused lead connects directly to the
flasher unit located behind the instru-
ment panel (Fig. 67). From the flasher
unit a white wire leads to the direc-
tional signal switch.
To determine if the directional signal
switch is defective, disconnect the
switch at the six wire connector. Use a
jumper wire from the white (battery
feed) wire to the other wires. Circuitry
is as follows:
3-48 ELECTRICAL

White to Orange - Right rear
White to Black - Right front
White to Yellow -left Front
White to Blue - left Rear
Commando, Wagoneer and
Truck
The battery feed is through a 9 amp.
fused red wire connected to on acces-
sory terminal of the ignition key switch.
The fused lead connects directly to the
flasher unit located behind the instru-
ment panel.
From the flasher unit a white wire
leads to the directional signal switch.
The directional signal switch is a port
of the steering column assembly.
To remove the directional signal
switch, proceed as follows:
Disconnect the battery.
Remove the horn button or horn
ring.
To remove the horn button pull
straight out. To remove the horn ring,
pry the center insert out by inserting
a small screwdriver in a slot at the
bottom edge of the insert.
Remove the steering wheel attaching
nut. Note the location of the a lignment
marks on the steering column shaft and
steering wheel for later installation.
Remove the three horn button ring
attaching screws.
Remove the steering wheel using
down the column. indicator lights do not necessarily mean
Tope the disconnected wires to- that a// signal bulbs ore flashing.
gether. Fold some of the wires bock to
flatten the bulge. CJ-5/CJ-6
Attach a wire or heavy string to the
The switch is located on the in-
turn signal harness and pull the har-
strument panel at the left of the steer-
ness out from the top of the steering
ing column. To activate the system
column.
pull the switch knob out. The switch
To install the harness use a wire or
does not cancel out when turning the
heavy string to pull the harness down
steering wheel.
through the steering column.
Battery feed is through a 14 amp.
Install the lower bowl.
fused wire connected at the headlight
Before securing the directional and
circuit breaker. The circuit breaker is
hazard warning switch, dress the horn
used as a junction point for a battery
contact button underneath the wires
feed.
and press the contact into position.
To remove the switch, remove the
When installing the 4-woy emer-
lock screw from the switch knob and
gency flasher switch, be certain that
unscrew the knob from the shaft.
the dowel on the bottom of the switch
Remove the retaining nut and lower
enters the alignment hole.
the switch for access to the wires.
Install the steering wheel.
Remove the wires and remove the
Install the flex plate and horn but-
switch.
ton retainer.
Install the loom over the bottom of
Commando, Wagoneer and
the harness.
Truck
Install the wires in the plastic con-
nectors. Give the wires a light pull after The 4-woy emergency flasher switch
inserting them to be sure they ore is port of the directional signal switch.
firmly retained. To operate the system, push in on
The directional signal flasher is the switch button (Fig. 91).
attached to a brocket located at the
lower edge of the instrument panel to
the right of the steering column.
4-Way Emergency
Flasher Switch

Steering Wheel Puller C-3428-B. The

4-WAY EMERGENCY FLASHER Button

Commando has 5 / 16" -18 threads in the
steering wheel, the Wagoneer and
Truck hove ~"-28 threads.
Remove the directional signal lever.
A milled flat on the lever will accept
a ~" wrench for applying torque to
the lever.
Disconnect the directional signal har-
ness from the frame harness. Remove
the wires from each plastic connector.
Remove the wires by inserting a
narrow blade screwdriver into the ter-
minal end of the connector. Insert the
blade into the narrowest part (the
groove) of the opening to depress the
retaining tong and pull the wire out
of the connector.
Remove the harness loom.
Remove the two retaining screws
from the directional switch and the two
retaining screws from the 4-woy emer-
gency flasher switch.
Pry out the horn contact button.
Remove the two bowl attaching
screws and allow the bowl to slide
A ll current models ore equipped
with a four-way emergency flasher
system. With the switch activated, 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.
This system makes use of the regular
turn signal wiring and light bulbs, but
has a separate supply wire, flasher unit
and off-on switch. This makes it pos-
sible, when leaving a vehicle with the
4-way flasher operating, to lock the
ignition switch and cor doors. When
the 4-woy flasher is turned on, the
normal direction signal supply is dis-
connected at the direction signal switch
and a new supply circuit is connected
into the switch directly from the bat-
tery. This 4-way flasher circuit comes
through a special heavy duty flasher.
Since the 4-woy warning flasher is of
the heavy duty type, it will flash any
number of bulbs (from one to six bulbs)
at a constant rote. Therefore, flashing
FIGURE 91 - 4-Way Flasher Switch -
Commando, Wagoneer a nd Truck
The 4-woy flasher switch will cancel
out if the steering wheel is turned Yz
turn or more.
As the 4-woy flasher switch is port
of the directional signal switch assem-
bly, refer to "Directional Signal Switch"
for removal or replacement procedure.
Battery feed for the 4-woy flasher
system on the Commando is through a
circuit breaker (20 amp.) which is also
the battery feed for the stop lights.
The battery feed for the Wagoneer
and Truck 4-woy flasher system is from

the head lamp switch. The circuit pro-
tection is through the internal breaker
points of the headlamp switch.
HORNS AND HORN RELAY
CJ-5/CJ-6
A single horn is mounted on the left
fender under the hood. Battery feed
is directly to the horn; no relay is used.
A block w/yellow tracer wire leads
bock to the steering column where it is
connected to a plastic connector. From
the plastic connector the ground wire
leads up to a terminal plate that is
attached to the column with two screws.
A rubbing block bears against a brass
collar which is grounded when the
horn button is depressed.
If the horn does not operate, test
for battery feed at the horn (red wire)
with a test lamp or voltmeter. If battery
voltage is available, ground the block
w/yellow tracer wire. If the horn does
not blow, the horn is defective or has
a poor ground. If the horn operates,
proceed to the connector at the steer-
ing column and then to the terminal
plate close to the steering wheel if
necessary.
Commando
A set of dual horns is located on the
left front fender under the hood. Bat-
tery feed is from a 20 amp circuit
breaker to a horn relay.
If the horn does not operate, check
for battery voltage at the horn relay
(red wire). If battery voltage is pres-
ent touch the horn terminal with the
"hot" lead. If the horn does not oper-
ate, the horn is defective or has a poor
ground.
If the horn operates, ground the
black w/yellow tracer wire at the re-
lay. If the horn does not operate, the
relay is defective. If the horn does
operate, check the ground wire at the
steering column connector. If the prob-
lem does lie in the steering column
wire, the horn wire can be pulled out
individually (steering wheel removed);
it is not necessary to remove the entire
directional signal harness.
Wagoneer and Truck
A dual set of horns is mounted to
the left front fender under the hood.
Battery feed is from a single terminal
ELECTRICAL
connector located on the engine side
of the dash panel to the horn relay.
If the horn does not operate, check
for battery voltage at the relay.
Except for the manner in which bat-
tery feed is provided to the hom relay,
the Commando, Wagoneer and Truck
horn wiring is the same. Refer to the
Commando procedure for further test-
ing.
CIGAR LIGHTER
The cigar lighter is mounted to the
instrument panel in all Series.
The lighter can be removed by first
removing the battery feed wire and
then unscrewing the shell that sur-
rounds the lighter. The lighter is then
removed from the front of the instru-
ment panel.
On the CJ-5/CJ-6, Wagoneer and
Truck the cigar lighter is wired directly
to the ignition switch.
The Commando uses a 20 amp. cir-
cuit breaker in between the battery
and the ignition switch.
RADIO
Transistorized push button AM ra-
dios are optional for the Commando,
Wagoneer and Trucks.
All radios are protected by an in-
line five amp. fuse connected to a lead
from the ignition switch.
The stations may be pre-selected
(by means of 5 push buttons) or man-
ually tuned.
Antenna Trimmer Adjustment
Make the adjustment outside a
building away from high tension power
lines.
An antenna trimmer adjustment is
provided on the radio for matching
the circuit of the receiver to the car
antenna. The adjustment must always
be made after installation of the re-
ceiver and/or antenna, or after any
repairs to the radio.
The adjustment should also be
checked whenever radio reception is
unsatisfactory.
The adjustment is located on the
right side of the radio (facing the dial).
It is a small common head screw set
slightly below the chassis surface.
On the Commando, the trimmer can
be adjusted from under the dash us-
3-49
ing a short (3") common blade screw-
driver.
On the Wagoneer and Truck, re-
move the right ash tray and adjust
the trimmer using a long (8") thin
shank common blade screwdriver.
Turn on the receiver and allow to
warm up for several minutes.
Raise the antenna wand to its max-
imum height.
Tune the radio to a weak station
near 1400 KC.
Adjust the antenna trimmer screw
for maximum volume.
Setting the Push Buttons
To set each push button for auto-
matic tuning proceed as follows:
Move the car outside the building
away from high tension power lines.
Permit the receiver to operate sev-
eral minutes.
lower the antenna wand to Y, its
maximum height.
Radio Polarity
When servicing the radio the "A"
(Red) lead must be connected to the
positive side of the power source. If
connected otherwise, receiver will not
operate and damage to components
will result.
The radio is grounded internally.
The ground return circuit is completed
by grounding the radio chassis to the
instrument panel. When testing on the
bench, a ground jumper wire must be
attached between the radio chassis
and the negative terminal of a 12
volt battery to complete the power
circuit.
Pull the button out (approximately
Y,") to unlock the tuner.
Select a station with the manual
tuning knob. Tune carefully for clear-
est reception.
Push the button in as far as it will
go (to lock the tuner) and then re-
lease it. This station is now set for au-
tomatic tuning.
Follow the same procedure for the
remaining buttons.
Radio Removal
Commando
Pull off the inner and outer radio
control knobs.
Remove the two attaching nuts.
3-50
Remove the antenna lead.
Disconnect the rear support strap
from the radio, push the radio back to
clear the instrument panel and lower
the radio far enough to d isconnect the
speaker leads.
Remove the fused (5 amp.) red w ire
and remove the radio.
Wagoneer and Truck
Open the g love box door and re-
move the glove box liner and the lock
striker.
Remove the antenna lead.
Disconnect the fused (5 amp.) red
w ire from the ignition switch lead.
Disconnect the rear support strap
from the radio.
Pull off the radio control knobs and
remove the radio attaching nuts.
Push the radio back to clear the
dash panel and remove the radio
through the g love box.
M inor Repai rs
The following information is in-
tended as an a id in locating minor dif-
ficulties w ithout a specialized knowl-
edge of radio and without radio test
equipment. Testing of the radio should
be done by a trained radio technician.
If the radio does not operate, check
the five (5) amp. in-line fuse.
If the fuse is not at fault, check the
radio lead-in cable for an open circuit.
A faulty antenna could cause weak
or intermittent reception or static in the
radio.
Unplug the existing antenna lead-
in cable at the antenna socket (at the
radio).
Plug in a cable and antenna of
known good quality into the antenna
socket. Place the antenna outside the
car and check radio reception.
If the reception is now satisfactory,
the antenna is defective and must be
replaced.
RADIO SPEAKER
Removal
Commando
The speaker is located below the
radio.
To remove the speaker, disconnect
the speaker leads and remove the four
(4) attaching nuts from the mounting
ELECTRICAL
studs.
Remove the speaker.
Wagoneer and Truck
The speaker is located above the
radio.
To remove the speaker, the radio
must be removed.
After the radio is removed, remove
the four (4) attaching nuts from the
mounting studs and remove the
speaker.
Speaker Repairs
A speaker, once it has been dam~
aged, is usually not repoirable and
should be replaced with a new unit.
Replacement speakers should be of
the same Ohm value or greater. An
8 Ohm speaker may replace a 3.2
Ohm but a 3.2 Ohm may not replace
an 8 Ohm speaker. Defective speakers
usually have one or more of the follow-
ing symptoms:
Audio distortion, particularly on
the low frequency notes and at high
volume.
Rattles and buzzes caused by for-
eign material hitting or rubbing
against the speaker cone.
Raspy noises caused by foreign
matter inside the speaker restricting
free movement of the speaker cone.
Diagnosis Guide
Radio Dead (No background noise at
f ull volume)
Check fuse and accessory lead con-
nections.
Check speaker, speaker leads, and
connections.
Check antenna and lead for open
or ground.
Radio Wea k (Fades in or out or inter-
mittent)
Adjust antenna trimmer for maxi-
mum output.
Check antenna and lead.
Radio Noisy
Check antenna wand for noise by
flexing. Check antenna ground.
SPEEDOMETER
A magnetic type speedometer is
used on the CJ-5/CJ-6 vehicles.
lntrol magnetic type speedometers
are used on the Commando, Wagoneer
and Truck.
All Series speedometers are
equipped w ith an anti-tamper device.
The CJ-5/CJ-6 has a ratchet de-
vice to prevent turning the odometer
backwards.
The Commando, Wagoneer and
Truck utilize a red marking on the
sixth d ig it from the right. The red mark-
ing begins printing on the number "9"
digit as soan as the car is driven.
The following data is supplied for
testing and ca librating the speedome-
ter heads.
Shaft Speed Ind ication
R.P.M. M.P.H.
167 9- 11
500 30-32.5
1000 60-63
1500 90-94
Speedometer Head Replacement
(Cluster Removed)
Speedometer head replacement in-
cludes resetting the replacement odom-
eter to the same mileage as the one
removed, unless such setting conflicts
with loca l ordinances.
CJ-5/CJ-6
Carefully uncrimp the lip of the outer
bezel and remove the g lass and glass
retaining bezel.
Remove two (2) attaching screws and
separate the speedometer head from
the housing.
Unhook the replacement odometer
retaining clip. Twist and push down to
disengage the clip. It is important to
twist the retaining clip to prevent put-
ting a dimple in the d ia l face.
lift the odometer out and set it to
the proper mileage. Refer to "Odom-
eter Setting Procedure."
Install the odometer.
Check the anti-back up spring for
proper positioning.
Install the retaining spring clip using
a needle nose pliers. Do not force the
clip against the dial face.
Install the speedometer head into
the speedometer housing.
Install the bezel and g lass assembly.
Commando, Wagoneer a nd
Truck
Remove instrument cluster lens.
 ELECTRICAL 3-51

Remove speedometer head and dial Hold the fifth separator as shown in
ink away from the odometer with a
assembly from housing. Figure 93. Rotate the last five numerals
slip of paper. Install the retaining clip
Hold marking pad away from re- in their normal direction until the de-
after the odometer assembly is in
placement odometer with a piece of sired sixth digit is obtained. When the
place.
paper (Fig. 92). desired sixth digit is obtained, align
Withdraw paper between ink pad
the fourth separator in line with the
and odometer. Install speedometer
fifth separator. Rotate the last four
head into housing and secure with
numerals repeating the process until
two (2) attaching screws.
the desired total mileage is obtained.
Install instrument cluster lens.

Odometer Setting Procedure
This procedure applies with the
odometer removed from the speedom-
eter head unless such setting conflicts
with local ordinances.
Refer to Figure 93 for parts identifi-
cation.
Sixth Fifth first
Digit Separator Separator
FIGURE 92 - Removing or Replacing
Odometer - Commando, Wagoneer
and Truck
Pry retaining clip away from
bracket, lift out odometer assembly
at clip end and set odometer ahead
to proper mileage. Refer to "Odometer
Setting Procedure."
Hold
This End
CAUTION: Do not attempt to wipe
off ink mark. Be careful not to smear ink
on other numerals.
FIGURE 93 - Advancing Odometer
Install odometer assembly, keep the Reading (For Replacement Only)
When installing the odometer, the sep-
arators must straddle a cross bar to
maintain proper number alignment.
Speedometer Cable Inspection
I
Always inspect the speedometer
cable and core whenever working on
the speedometer, for kinks or sharp
bends.
To ensure the use of speedometer
Rotate cores which will give quiet and sat-
This End isfactory service, place the core on a
flat surface in the form of an inverted
"U" and then cross the open ends.
Hold one end in the left hand, the
other in the right hand.
Twist one end, applying light finger
pressure to the other end. If the core
is satisfactory, the turning action will
be smooth.
On a damaged core, although not
7108
noticeable by visual inspection, the
turning action will be jerky and, in a
severe case, the core will leap or jump.
The speedometer cable requires a
graphite grease lubrication.

SPECIFICATIONS

ALTERNATOR

Make ... .. . . .. .. ...................... . .... . .................................... .. .... Motorola

Standard - All except Camper 3407Z ............................. 37 Amp.
-Camper Truck 3407Z ........................... .. ....... 55 Amp.
Optional - (Mondatory with Air Conditioning) .................. 0 0 55 Amp.

Rotation ................................... 0................ 0......... 0. CW @ Drive End

Field Current Amp ..................................................... 0. 0..... 1.8-205
Torque:
Six Cylinder Engines -
Alternator to Brocket Nut . .. .. 0. . . .......... 0.. 0. 0....... 0...... 0. 30 to 35 Foot Pounds
Ground Strap & Alternator Bracket Bolt ...................... 0..... 0.... 0. 00. 0.. 18 to 35 Foot Pounds
A lternator Bracket Bolt ........ . ... . .. 0....... 00..... 0.. 0...... 0........... 0 18 to 35 Foot Pounds
V-8 Engines-
A lternator Brocket to Lower Support Nut . 0.. 0.. .... . 0......... 0.. ... 0...... 18-25 Foot Pounds
Alternator to Mounting Bracket Nut ........ . .. 0..... 0....... . ........ 30-35 Foot Pounds
Alternator Ad justing Strop to Alternator Bolt ................... 0..... 00........... 18-25 Foot Pounds
Alternator Support Brocket to Cylinder Head Bolt 0. 0.... 0......... 0.. 0... 25-30 Foot Pounds
 3-52 ELECTRICAL

60

0F 14.95 Volts

; 40
i.E
~
-;
:!
u
..
75F 14.0 Volts

-; 156F 13.5 Volts

Q.
-;
0 20

II:
~

0
1000 2000 3000 4000 5000 6000 7000
37 AMP - Alternator Shaft RPM

FIGURE 94- Temperature/Output Relationship. Motorola 37 Amp Alternator Shown

VOLTAGE REGULATOR
Make .... . ........... . Motoro la Minimum to Maximum 0 . .... . . 14.65-15.4 80 ... .. . 13.75-14.2
Model . . . . . . . . . . . . . . . 8 RB 2005 Voltage at Va rio us 20 ....... 14.4 -15.0 100 ...... 13.6 -14.05
Type ................. Solid State Amb ient Temperatures- 40 . . ..... 14.2 -14.7 120 ...... 13.45-13.95
Adjustment . . . . . . . . . . . . . . None 10 Ampere Load 60 . .... .. 13.95-14.4 140 . .. .. . 13.3 -13.85
160 ...... 13.1 -1 3.75

BATIERY 232-258-304 360 Optional

Make - = = = = = - - - - - - Presto lite=-- - - - - - - -===--
Ra ting 50 Ampe re Hours 60 Ampere Hours 70 Ampere Hours
Tota l No. of Plates 54 66 66

IGNITION SPECIFICATIONS (ON VEHICLE)

DISTRIBUTOR SPECS. (ENGINE DEGREES AND RPM)

CARBURETOR CAM INITIAl TIMING CENTRIFUGAL

ENGINE POINT ANGLE @ SOORPM CURB IDLE DIST. VACUUM TOTAL ADVANCE ADVANCE
CID MODEL CODE GAP (DWEll) (VAC. HOSE DIS.) SPEED (RPM) MODEL NO. UNIT NO. @ 2000 RPM ** DEG. RPM
232 S0 BTDC 650-700 (Mon.) 0-1 1000
1-S 1250
2S8 YF 6288S1V .016" 3134 3 BTDC 1110497 1973419 30-39 6-10 1550
11-1S 1900
258 6287S-1V 600 (Auto.) * 1S-1 9 2400
18-22 3000
304-360 2DM2-2V 700-750 (Mon.}
0-4 1100
2-7 1300
304 2100 2DA2-2V .016" 29o.j1o 0
S BTDC 111 2 111 111S3SS 0
31.S -39
5-9 1500
15-19 2200
360 2RA2-2V 650 (Auto.) * 19-23 2600
21-2S 3000
*Place in "DRIVE" ra nge, set pork broke firmly, do not acce lerate engine.
**Disconnect TCS soleno id vacuum va lve wires when checking total advance .
NOTE: Adjust curb idle speed with air conditioning ''Off", if so equipped.
 ELECTRICAL 3-53

DISTRIBUTOR SPECIFICATIONS (On Distributor Tester)

Distributor Degrees and RPM
Degrees
Centrifugal Advance Distributor Vacuum Vacuum Advance Full
Model No. Unit No. Vacuum
Degrees RPM Start Full Advance
0.5 500
.5-2.5 625
3-5 775
5.5-7.5 950 1110497
7.5-9.5 1200 ON@ 1973419# 5"-7" 10''-11" 6"-9''
9-11 1500 Rotor End
10.5-12.5 1750
12-14 2000
0-2 550
1-3.5 650
2.5-4.5 750
7.5-9.5 1100 1112111
9.5-11.5 1300 ON@ 1115355# 5"-7" 12.5"-16" r-9
10.5-12.5 1500 Rotor End
11.5-14 1750
13-15 2000
# last Three Numbers Appear on Vacuum Unit

IGNITION COIL
Engine Six Cylinder V-8
Make Delco-Remy or AM Delco-Remy or AM
Primary
Resistance OHM

Secondary
Resistance OHM 3,000-20,000 9,300-11,800
@ 75F @ 75F
Torque:
Ignition Coil Bolt 18-25 Foot Pounds 30-35 Foot Pounds

DISTRIBUTOR Six Cylinder

Rotation - - - - - - - - - - - ON at Rotor End - - - - - - - - - - -

Point Opening - - - - - - - - - - - - - .016" - - - - - - - - - - - -

Com Angle (Dwell) 29-31
Breaker lever Tension - - - - - - - - - - - 17 to 21 Ounces ----------~
Condenser Capacity - - - - - - - - - - - - 18 to 23 MFD - - - - - - - - - -
Distributor Clamp Bolt Torque - - - - - - - - - - 10 to 15 Foot Pounds - - - - - - - - - -

SPARK PLUGS
(Champion)
Engine Six Cylinder
Number ~------------ N1 2Y--- - - - - - - - - - -
Gop - - - - - - - - ------.033"-.037"- - - -- -- - - -
3-54 ELECTRICAL

SPARK PLUGS - continued Six Cylinder V-8

Torque - - - -- - - - -- - 25-30 Foot Pounds---- - - -- - --
Thread - - - - -- - -- - - - 14MM %" Proj. Core ----------~

STARTER MOTOR

Brush length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5"

Wear limit .............................. . .. .. ..................................... 0.25"
Brush Spring Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Oz.
Free Speed (No load Test)
Volts ............................. .... .......................................... 12.0
Amperes .................................................. ..... ................. 65
RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9250 Max.
lock Test- Maximum lbs.
Amperes @ 3.4 Volts 600
Minimum Voltage to
Seat Pole Shoe and
Complete Pinion
Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2 Volts
Contact Point Clearance ................. ..... ..................... ..... ..............020"-.100" (.060 desired)
Torque:
Starter Nut - Six Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-25 Foot Pounds
Starter to Engine Bolt- V-S ............ .. ....................... ... . ... ............ 30-35 Foot Pounds
Starter to Bell Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-20 Foot Pounds
Starter Relay Terminal Nuts ............................................... .. ....... 50-60 Inch Pounds
Starter Motor Through Bolts ............... ... ...................... ..... ........... 55-75 Inch Pounds

SCOPE ANALYZER SPECIFICATIONS

Cranking Voltqge - Engine at operating temperature .................................... 9.6 V. Min.

Cranking Vacuum - This test must have operating battery
voltage, completely closed throttle
valves, PCV valve completely closed ................................. 9" Min.
Coil Output- When cranking coil H.T. lead removed from
dist., battery voltage of 9.6 min........................... . ... .. ........... 24 KV Min.
Dwell ... .. ........................... .... ...................... ........ .......... 31-34 (6), 29-31 (V-8)
Dwell Variation - From Idle to 1000 RPM (On dwell meter) .............. . ................. 3 Max.
Cam lobe Variation - At I 000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Max.
Spark Plug - Firing Voltage at I 000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14 KV
Fuel-Air Mixture - At Specified Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.0: I :::: .2 AF.R.
Fuel-Air Mixture - At 1000 RPM ...................................................... 15.0:1 AF.R.
Accelerator Pump - Snap throttle from 1000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 ~ A.F.R. Enrichment
Rotor Air Gop - At I 000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 KV
Maximum Starter Draw (with Fully Charged Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I S0-220 Amps.

BULB CHART CJ-5/ CJ-6 COMMANDO WAGONEER&. TRUCK

Front Lamps:
Head lamp ~------------------ 6012 ---------------------------

Parking and Directional 1157A 1157NA 1157

Marker and Reflector ~-------------------- 1 94----------------------------
Rear lamps:
Stop, Toil and Directional ~------------------- 1157 --------------------------..

Marker and Reflector - - - ------------------ 194 -----------------------------

license lamp ~------------------ 1155 --------------------------

Back-Up ~------------------ 1156 ---------------------------

Indicator Lamps:
High Beam 57 ~----------- 158---------------

Directional Signal 57 ~-----------1 58---------------

Charge 57 ~----------- 158----------------

Oil Pressure 57 ~----------- 158 ---------------

 ELECTRICAL 3-55

BULB CHART CJ-5/ CJ-6 COMMANDO WAGONEER & TRUCK

Vehicle Interior:
Instrument Cluster 57 ~-----------158-------------------

Dome 212
Courtesy ~----------- w----------------~
Column light (Auto. Trans.) ~---------- 1445----------------~
Heater Quadrant 53 1816
Radio - -- - - - - 1 8 9 2 - - - - - - - -- - - - - - - - -
Glove Box 1891
Brake Warning (Park) 57
Ammeter, Direct-read (opt.) 57
Oil Pressure Gauge, Direct-read (opt.) 57
4 Way Flesher ~---------------------170 ---------------------------
Directional Signal Flasher ----------------------Typel44 -------------------------.-

FUSE DATA
Directional Signal - ---------------------9 Amp.------ - - - - - - - - - - - - - - - --
Windshield W iper Circuit Breaker (6) 14Amp. 14Amp.
4 Way Flasher 14Amp. Circuit Breaker (20 Amp.) Circuit Breaker *(20 Amp.)
Radio 5Amp. 5Amp.
Heater IS Amp. IS Amp. 14Amp.
Bock-Up light - - - - - -- - - - - - 9 Amp.- -- - - - - - - - - - --
"Brake Warning 9Amp.
Air Conditioner 30Amp. 30Amp.
Headlights - ---------Circuit Breaker (25 Amp.) - - - - - - - - - -- -
Horn Circuit Breaker (20 Amp.)
Cigar lighter Circuit Breaker (20 Amp.)

*Port of Headlomp Switch

C--4094 Brecker Point

Tension Gauge

J-21053
Field Jumper
Wire
'
C-4068 Alternator
Bearing Remover

C-3408-B Steering Wheel Puller

W-283 Belt Tension Gauge

J-22516
Starter Pole
Screw Wre, ch
C-395 8 C-3935
Small Rotor J-2 1157
Rotor, Housing
Snap Ring Pliers
o nd Shoft Bearing Installer
Bearing Instoller

72219

FIGURE 95 - Electrical Tools

3-56 ELECTRICAL

TECHNICAL SERVICE LETTER REFERENCE

Date letter No. Subject Changes information on Page No.

 FUEL-CARBURETION 4-1- 1

Page Page
AIR ClEANER . . ............................. 4-1 - 1 CARBURETOR - MODEL 2100 - TWO VENTURI 4-2- 9
IN-liNE FUEl FilTER ........................ .4-1 - 1 Systems ................................ 4-2 - 9
FUEL SUPPLY SYSTEM ........................ 4-1 - 1 Disassembly ..................... .. ...... 4-3 - 5
CARBURETOR - MODEL YF - ONE VENTURI ... .4-1 - 4 Cleaning and Inspection ................... 4-3 - 6
Circuits .................................4-1 - 4 Assembly ............................... 4-3 _ 7
Disassembly .............................. 4-2 - 3 Adjustments .............. . .............. 4-3 - 9
Cleaning and Inspection ................... .4-2 - 4 Specifications ............................ 4-3 - 10
Assembly ................................4-2 - 5 ENGINE IDLE SETTING PROCEDURES .......... 4-3 _ 11
Adjustments .............................. 4-2- 5 EXHAUST MANIFOLD HEAT VALVE ............ 4-4 _ 3
Specifications .............................4-2- 8 TORQUE CHART ...... . ..................... 4-4 _ 4
TOOLS ................................... 4-4 - 4
CARBURETOR AIR CLEANER hide is operated under dusty condi- should be replaced every 12,000 miles.
The air cleaner element assembly tions check the condition of the air
consists of o paper cartridge and o cleaner element assembly more fre- Positive Crankcase
polyurethane element (Fig. 1). quently and service if dirty. Ventilation Filter
To clean the polyurethane element, 232-258 CID
Polyurethane Element Paper Cartridge first carefully remove it from the paper
cartridge. Then wash it in solvent. Wrap The filter, located inside the hose at
the polyurethane element in o clean the carburetor air cleaner silencer must
dry cloth and squeeze to remove all be cleaned with kerosene after the first
possible solvent. Do not wring the 18,000 miles of operation and every
element or it may become torn. 12,000 miles thereafter.
To clean the paper cartridge, first
shake out accumulated dirt - DO NOT Oil Filler Cap Filter
WASH! Use compressed air and core- 304-360 CID
fully blow through the element in the
The engine oil filler cop must be
FIGURE 1 - Air Cleaner Element reverse direction of normal air flow.
cleaned with kerosene every 6,000
After cleaning, oil the polyurethane
miles.
The a ir cleaner is necessary to pro- element liberally with engine oil (SAE
tect the fuel system as well as the 10W/30) and squeeze to evenly dis-
FUEL SUPPLY SYSTEM
working ports of the engine from abra- tribute the oil through the element and
sive or clogging action of dust, dirt, to remove excess oil. The element Fuel Tank
and sediment normally present in the should be damp with oil, not dripping.
Install the polyurethane element on All vehicles use o woven Saran
combustion air supply.
the paper cartridge, taking core to sleeve type filter which is attached to
The lower portion of the air cleaner
hove edges of the polyurethane ele- the end of the fuel outlet tube inside
is designed to reduce to o very low
ment over the plastic end plates of the the fuel tonk. This filter is rated at 65
level the noise of vibration emitted
paper cartridge. micron and repels water. Under normal
through the carburetor by air rushing
Replace the air cleaner paper car- conditions it requires no maintenance
through to the intake system. The air
tridge initially at 18,000 miles and or service.
cleaner also acts as a flame arrester in
every 12,000 miles thereafter, or more The fuel tonk on all Trucks is sus-
the event of a backfire through the
frequently if there is any apparent pended from the frame by a single
carburetor.
damage or evidence of plugging. At steel strap. On all other vehicles the
In order for the air cleaner to func-
the some time, inspect the polyure- fuel tonk is attached to the frame by
tion properly, it must be serviced peri-
thane element and replace it if torn brackets and bolts. The brackets ore
odically. A dirty element will restrict
or otherwise damaged. attached to the tonk at the seam
air flow to the carburetor and create
Replacement port numbers of the flange. The various fuel tonk and vent-
on overly rich mixture condition. It will
polyurethane element and paper car- ing arrangements used are illustrated
also cause excessive fuel consumption
tridge ore imprinted on a decal affixed in Figures 2, 3, 4, and 5.
as well as become unable to filter dust
and d irt and thereby cause abnormal to the air cleaner.
wear to the working ports of the
Fuel Tank Filler Tube
IN-LINE FUEL FILTER
engine. The filler tube opening is located
The a ir cleaner should be serviced All carburetors o re protected against at the right rear body panel on CJ-5/
in accordance with the instruction de- the entry of dirt and other foreign CJ-6 vehicles. On all other vehicles, ex-
col attached. However, when no decal matter through the fuel inlet by a re- cept Trucks, the filler tube opening is
is present, service the air cleaner as placeable 15 Micron pleated paper located at the left rear quarter panel.
follows: filter wh ich is located in the carburetor On Trucks it is located at the left side
Clean the air cleaner element as- fuel inlet line secured by two short of the pick-up box.
sembly every 6,000 miles. If the ve- rubber hoses and clamps. The filter The filler tube is connected to the
r
4-1-2
Electric Sender Unit Wire
Expansion Tank
(Vapar Separator)
Fuel Tank Attaching Bracket
FIGURE 2- Fuel Tank a nd Vent lines- CJ-5/ CJ-6
Filler Cap Filler Neck Fuel Tank Attaching Bracket
FIGURE 3- Fuel Tank and Vent lines- Commando
fuel tonk inlet by o rubber hose and
secured with clamps.
All fuel tanks ore equipped with o
filler tube vent hose which extends
from the filler tube to o fitting at the
top of the tonk. The purpose of this
vent is to provide easier filling by re-
lieving the air being displaced as the
tonk is filled.
The fuel tonk is on external expan-
sion type. Fuel tonk venting is accom-
plished by several vapor lines which
lead to the vapor separator on Wag-
oneer models or expansion tonk on all
FUEL - CARBURETION
Capped Off (Nat Us.<!)
J el Filter t! Fuel Tank Attaching Bracket
J : ~ Filler Vent Hase Ada tar
.....) -. ~ cop. If the cop becomes lost or dam-
~ Fuel Tank
Filler Vent Hase
Fuel Tank
other vehicles. The vapor lines ore
located at the front and rear so that
during any inclination of the vehicle,
at least one line will be open at all
times.
Fuel Tank Filler Cap- All Series
The filler cop incorporates o two-
way relief valve which is closed to
atmosphere under normal operating
conditions. The relief valve is cali-
brated to open only when o pressure
of .75 - 1.5 PSI or .25" - .5" vacuum
occurs within the tonk. When the pres-
sure or vacuum is relieved, the valve
returns to the normally closed position.
It is normal to occasionally encounter
on air pressure release when removing
the filler cop.
NOTE: Some early production Com-
mando, Wagoneer and Truck vehicles
may be equipped with o sealed filler
aged, replace it with the later (pres-
sure-vacuum} type.
Vapor Separator- Wagoneer
The fuel tonk vapor vent lines ore
routed to the vapor seporotor which
is located within the left rear quarter
panel of the vehicle (Fig. 4).
The vapor separator incorporates
o liquid fuel shut-off valve. A single
l71160
vapor vent line leads from the sepo-
rator to o limit fill valve at the engine
firewall. The combined operation of the
vapor separator and limit fill valve
prevents liquid fuel flow through the
vapor vent line during downhill or up-
hill attitude of the vehicle. Refer to the
"EMISSION CONTROL" section for
o description operation of the limit fill
valve.
Expansion Tank - CJ-5/CJ-6,
Commando, and Truck
The expansion tonk is located within
the left rear quarter panel of CJ-5 and
CJ-6 vehicles and within the right rear
quarter panel of Commando vehicles.
On Trucks it is located and enclosed
by o metal shield at the left front cor-
ner of the pick-up box.
l7118S The fuel tonk vapor vent lines enter
the bottom of the sealed expa nsion
tank and ore positioned vertica lly side
by side within the tonk (Figs. 2, 3 and
5). The upper end of each tube is
open to allow discharge of fuel tonk
vapors into the tonk.
The expansion tonk allows expan-
sion of fuel as required during temper-
ature changes and simultaneously be-
comes o liquid trap that allows only
vapors to pass.
A single vapor vent line leads from
the expansion tonk to o limit fill valve
at the engine firewall. The combined
operation of the expansion tonk and
the limit fill valve prevents liquid fuel
flow through the fuel tonk vent line

Vopor Seporotor to Limit Fill Volve How
FIGURE 4- Fuel Tank and Vent Lines- Wagoneer
Fuel Outlet Line to Fuel Pump
FIGURE 5- Fuel Tank and Vent l ines- Truck
during downhill or uphill attitude of
the vehicle. Refer to the "EMISSION
CONTROL" section for a descriptive
operation of the limit fill valve.
Fuel Tank Capacities
CJ-5/CJ-6, Commando ......... 16
FUEL- CARBURETION
Exponsion Tonk
(Vopor Seporotor)
1721~
Wagoneer . . . . . . . . . . . . . . . . . . 22
Truck ....................... 20
System Inspection Test
The fuel vent system should be
checked carefully to ensure the ab-
sence of any leaks to the atmosphere
4-1-3
of either liquid' or vapor which might
affect the accuracy, safety or per-
formance of the system.
To assure that the sealed system has
been properly installed, the follow-
ing test procedure has been developed.
Disconnect the vent line from the
fuel tank at the limit fill valve, induce
!4 p.s.i. air pressure in the discon-
nected line. If this pressure can be
maintained for o few seconds the vent
system is sealed properly. DO NOT
opply air pressure to the limit fill valve
because damage con occur to the valve
if care is not token.
Servicing the System
Periodic Maintenance - Replace
charcoal canister filter after first 18,000
miles of operation and every 12,000
miles thereafter, more often for opera-
tion in dusty areas.
Canister Flter Replacement - Re-
move and discord filter element. In-
stall new filter and position it evenly
around entire bottom of cannister.
Fuel Pump
A single action stomped fuel pump
is used for all engine applications.
The fuel pump rocker arm is acti-
vated by an eccentric on the engine
camshaft and provides a steady sup-
ply of fuel at a constant pressure to
the carburetor.
When the carburetor fuel inlet
needle closes, accumulation of fuel in
the pump extends the diaphragm com-
pressing the diaphragm spring. This
action causes the rocker ar01 linkage
to become inoperative until the pres-
sure on the diaphragm and spring is
reduced. The fuel pump dischar~e
pressure is thus controlled by the dia-
phragm spring.
NOTE: Fuel pumps are not to be
overhauled. Prior to replacement of o
fuel pump assembly, which is suspected
of being defective, it should first be
tested for specific requirements as out-
lined in the following test procedures.
Fuel Pump Tests
Be sure in-line fuel filter is not
clogged before making tests. The fol-
lowing tests will determine if the fuel
pump requires replacement (Fig. 6).
Volume test - one quart of fuel
4-1-4
I
Inlet line
(From Fuel Pump)
170071
FIGURE 6 - Fuel Pump Tests
CARBURETOR- MODEL YF- 1 VENTURI
The carburetor is identified by a
Code and build dote which is stomped
on the code tog. Each carburetor build
month is coded alphabetically begin-
ning with the letter "A" in January
and ending with the letter "M" in De~
cember. However, the letter "I" is not
used. The tog is attached to the car-
buretor and must remain with the car-
buretor to assure proper identification
(Fig. 1).
Build Dote
Minor
Revision
l etter
Code Major Revision letter
170010
FIG URE 1 - Code Tag Identification
The Model YF carburetor consists of
three main assemblies; air horn, main
body and throttle body (Fig. 2).
The air horn assembly also serves
as the fuel bowl cover and contains
the automatic choke assembly, choke
valve, fuel bowl vent, fuel inlet fitting,
float assembly, needle and seat a~
sembly and doshpot assembly, if so
equipped.
The main body assembly contains
the metering rod and jet, accelerator
pump assembly, pump discharge
needle and jet, low speed jet, anti-
perc bleed, economizer and main dis-
charge nozzle.
The throttle body assembly contains
FUEL- CARBURETIO N
in one minute or less, at 500 RPM
engine speed.
Vacuum test-at least ten inches
( 10") Hg. vacuum at 500 RPM en-
gine speed. IMPORTANT: Fuel line
from pump to carburetor must be
disconnected so pump will operate
at full capacity.
Pressure test-Connect a pressure
gouge to a "T" fitting at the car-
buretor. The length of the hose on
the pressure gouge should not ex-
ceed six inches (6"). IMPORTANT:
Inaccurate pressure readings may
Throttle
Body
'\. Idle Mixture Screw
Curb Idle and limiter Cap
Screw
72201
FIGURE 2 - Carburetor Assembly
the throttle shaft and lever assembly,
curb idle adjusting screw, idle mixture
adjusting screw, idle limiter cop and
distributor vacuum fitting.
CARBURETOR CIRCUITS
Five conventional circuits ore used;
Float (Fuel Inlet) Circuit, Idle (Low
Speed) Circuit, Main Metering (High
Speed) Circuit, Pump Circuit and Choke
Circuit.
Float (Fue l Inlet) Circuit
The float circuit maintains the speci-
fied fuel level in the bowl to provide
on adequate fuel supply to the meter-
ing circuits for all engine operating
conditions.
A spring loaded, two piece needle
is used to prevent float vibration from
affecting the fuel level. The needle
also incorporates a "Flared Tip" which
is capable of digesting small foreign
particles, resulting in minimum fuel
leakage or flooding under extreme
dirt conditions. The "Flared Tip"
needle a lso reduces wear to extend
result if a "T" fitting is not used or
if a longer hose is used between the
"T" connection and the pressure
gouge.
Vent pump by allowing it to pump
fuel for a few seconds unrestricted
through the line into a container.
This procedure is necessary to re-
move air and vapor that may be
trapped in the pump.
Pressure specifications ore: Six Cyl-
inder - 4 PSI to 5 PSI @ 500 RPM
V -8 - 5 PSI to 6.5 PSI @ 500 RPM.
the normal life of the needle and seat
assembly. Special precautions must be
token when adjusting the float level.
This is described in detail under "Float
Adjustment."
Fuel enters the carburetor rhrough
the needle and seat assembly. When
the fuel in the bowl reaches the speci-
fied level, the float lever pushes the
needle toward its seat and restricts the
incoming fuel flow to admit only
enough fuel to replace that being used
(Fig. 3).
Bowl Vent
Float
Needle and S.at Assy. 17001 1
FIGURE 3 - Float Circuit
The bowl is vented by a single tube
located inside the a ir horn to assure
correct a ir pressure above the fuel
for a ll engine operating conditions. It
automatically compensates for any air
cleaner restriction by balancing pr~
sure between the fuel bowl and the
incoming air.
Idle (Low Speed) Circuit
Fuel for idle and early port throttle

operation is metered through the idle
circuit. The low speed jet is threaded
into the low speed well and may be
removed for cleaning.
fuel is metered as it enters the
lower end of the low speed jet and
flows up through the tube. The fuel is
then mixed with air which is metered
through the bypass. The fuel-air mix-
ture then travels downward through
the economizer and post the idle bleed
where additional metered air is intro-
duced. The fuel-air mixture continues
downward and is discharged below
the throttle valve at the idle port open-
ing and the idle mixture adjustment
screw port (fig. 4).
Idle Screw Port Idle l imiter Cop
Idle Mixture Screw
FIGURE 4- Id le Ci rcuit
The idle mixture adjustment screw
controls the amount of mixture dis-
charged into the manifold. Turning the
screw inward (clockwise) decreases the
amount of fuel-air mixture supplied
for idle. The idle limiter cop is de-
signed to regulate the adjustment
range of the idle mixture adjusting
screw, thereby, effectively controlling
the exhaust emission level at idle
speeds to comply with Federal Stand-
ards of emission control.
The idle port is slotted and as the
throttle valve is opened, more of the
port is exposed to manifold vacuum to
allow on increased discharge of the
fuel-air mixture for early port throttle
operation.
Main Metering (High Speed)
Circuit
Fuel for most port throttle a nd full
throttle operation is supplied through
the main metering circuit (Fig. 5).
FUEL - CARBURETION
Anti-Perc Pcwoge Metering Rod Arm
Pump lifter link
Metering Rod Pump
Me.!-rin; Rod Jet Diaphragm
Awf.
L70013
FIGURE 5 -Main Metering Circuit
The position of the metering rod in
the metering rod jet regulates the
amount of fuel admitted to the main
d ischarge nozzle. The lower end of the
metering rod is calibrated in steps to
accurately meter the fuel required. As
the metering rod is raised or lowered
in the jet, the opening is varied in size
low
Speed
to provide the correct amount of fuel
Well proportionate to the engine require-
ments for port throttle and full throttle
operation. The metering rod is actu-
ated by mechanical linkage and also
l700II2 by changing manifold vacuum.
Mechanical Action
During port throttle operation, mani-
fold vacuum pulls the pump diaphragm
assembly downward, holding the me-
tering rod arm against the pump lifter
link. Movement of the metering rod
is then contro lled by the pump lifter
link which is connected by linkage to
the throttle shaft. Therefore, the meter-
ing rod is mechanically controlled as
long as manifold vacuum is strong
enough to overcome the tension of
the lower pump diaphragm spring. The
upper spring assists the lower pump
spring on acceleration.
Vacuum Action
Under any engine operating condi-
tion in which the tension of the lower
pump d iaphragm spring is sufficient
to overcome the manifold vacuum ap-
plied to the pump diaphragm assem-
bly, the metering rod will move up-
word toward the wide-open or power
enrichment position.
4-2-2
The restriction and a ir bleeds within
the vacuum passage leading to the
pump diaphragm vacuum chamber
provide o lower and more uniform
vacuum.
To prevent percolation in the low
speed well or moin discharge nozzle,
which may occur during hot engine
idle or shutdown, on anti-perc passage
is used. Its purpose is to vent vapors
and relieve pressure to prevent fuel
being forced out of the nozzle and
into the intake manifold.
The main discharge nozzle and the
anti-perc bushing are permanently in-
stalled and are not to be removed in
service.
Pump Circuit
The pump circuit provides the in-
creased amount of fuel required to
assure satisfactory engine performorke
during acceleration at lower cor speeds
(Fig. 6).
Discharge Weight
Pump
Vacuum Diaphragm
Passage J.wt.
L7008
FIGURE 6- Pump Circuit
The accelerator pump is actuated
in the some manner as the metering
rod. When the throttle closes, the
pump d iaphragm moves downward,
both by mechanical linkage and by in-
creased manifold vacuum applied to
the underside of the diaphragm. Dur-
ing the downward movement of the
diaphragm, fuel is drown into the
chamber above the diaphragm through
the inlet check boll. The d ischarge
check boll is seated during the in-
take stroke to prevent a ir entering the
pump chamber. When the throttle is
opened, manifold vacuum decreases at
the underside of the d iaphragm and
4-2-3
tension of the lower pump diaphragm
spring moves the diaphragm upward.
The upward movement of the dia-
phragm is mechanically assisted by
the pump lifter link which is connected
by linkage to the throttle shaft. Dur-
ing the upward movement of the dia-
phragm, fuel under pressure is forced
through the pump discharge passage,
unseats the discharge check ball and
is discharged through the pump jet.
The inlet check ball is seated during
the discharge stroke to prevent fuel
leakage bock into the bowl. If the
throttle is opened suddenly, the upper
pump spring is compressed resulting
in o smooth pump d ischarge.
A pump relief bushing, located near
the top of the pump discharge pas-
sage, allows fuel bowl air pressure to
enter the passage. The pump relief
serves two purposes. One is to prevent
fuel being drown out of the pump cir-
cuit during high speed constant throttle
operation. The other is to bleed off o
calibrated portion of the pump dis-
charge bock to the fuel bowl, thereby
regulating the amount of discharge
throug h the pump jet.
Choke Circuit
The a utomatic choke provides the
richer mixture necessary for quick cold
engine starting and proper warm-up
performance (Fig. 7).
When the engine is cold, tension of
the thermostatic coil holds the choke
valve closed. As the engine is cranked,
FIGURE 7 - Choke Circuit
FUEL- CARBURETION
a ir pressure against the offset choke
valve causes the valve to open slightly
against the thermostatic coil tension.
Intake manifold vacuum, applied to
the choke piston, also tends to pull
the choke valve open. When the en-
gine starts, the choke valve assumes
o partially open position where ten-
sion of the thermostatic coil is bal-
anced by the pull of vacuum on the
p iston and force of the air stream
against the offset choke valve. This
choke valve opening is known as
"initial choke valve clearance."
The p iston, which moves down in
the cylinder, exposes slots located in
the sides of the cylinder. This allows
intake manifold vacuum to draw warm
air, heated by the exhaust manifold,
through the thermostatic coil housing.
This worm air causes the thermostatic
spring to gradually lose its tension
until the choke valve is in o wide open
position.
If the engine is accelerated during
the warm-up period, the corresponding
drop in manifold vacuum allows the
thermostatic coil to momentarily close
the choke valve to provide a richer
mixture.
To prevent stalling during the warm-
up period, it is necessary to provide
a faster idle speed. The fast idle com,
actuated by the choke shaft through
connecting linkage, rotates into posi-
tion against the fast idle screw. The
com is progressively stepped to pro-
vide the correct speed in proportion to
TMrmostatic~-_;::i"ir"ir?~
Coil
Cover
Vacuum Passage
l72162
the choke valve opening. When the
choke valve reaches the fully open
position, the fast idle cam rotates free
of the fast idle screw, a llowing the
throttle lever to return to curb idle
position.
If the engine becomes flooded dur-
ing the starting period, the choke valve
may be opened manually to clean out
excessive fuel in the intake manifold.
This is accomplished by depressing the
accelerator pedal to the floor and
cranking the engine. With the accel-
erator linkage in this position, o tong
on the throttle lever contacts the fast
id le com, causing the choke rod to
move upward and open the choke
valve o predetermined amount. This
is referred to as the "unlooder."
DISASSEMBLY
The following procedure applies to
complete overhaul, with the carburetor
removed from the engine.
A complete disassembly is not neces-
sary when performing ad justments. In
most cases, service adjustments of in-
d ividual systems may be completed
without removing the carburetor from
the engine (refer to "Service Ad just-
ment Procedures").
A complete carburetor overhaul in-
cludes disassembly, thorough cleaning,
inspection and replacement of all gas-
kets and worn or damaged ports. Re-
fer to Figure 13 for parts identifica-
tion.
NOTE: If using on overhaul kit, re-
place o/1 ports included in kit.
Remove the choke cover retaining
screws and retainers, choke cover,
gasket and baffle plate.
If the choke mechanism does not
operate freely, or the interior of the
choke housing is varnished or cor-
roded, disassemble for cleaning and
inspection as follows:
Remove a ir cleaner brocket. File
stoked ends of choke valve retaining
screws and remove screws and valve.
Remove the choke rod spring clip re-
tainer at the choke lever and discon-
nect the choke rod from the lever and
fast idle cam. Remove the choke lever
retaining screw and lever from the
choke shaft.
Rotate the choke shaft counterclock-
wise until the choke piston is free of
its bore (Fig. 8). Remove the choke

shaft and piston lever assembly from
the air horn.
Choke
P-.ston
Heat By-Pass 72142
FIGURE 8 - Removing or Installing
Choke Piston a nd lever Assembly
If the choke shaft does not require
removal, remove the choke rod spring
clip retainer at the choke lever and
disconnect the choke rod from the lever
and fast idle com.
Remove the fast idle com and re-
taining screw.
Remove the air horn attaching
screws and doshpot assembly. Separate
the air horn and gasket from the main
body.
Remove float pin, and float and
lever assembly. Turn air horn upright
and allow fuel inlet needle to drop
into the hand.
Remove the fuel inlet needle seot
and gasket with Needle Seat Remover
and Installer J-10185 (Fig. 9).
FIGURE 9 - Removing or Installing
Inlet Needle Seat
Invert the main body and allow the
pump discharge check boll and weight
to drop into the hand.
Disconnect the throttle shaft arm
spring. loosen the throttle shaft arm
set screw and remove the arm and
FUEL- CARBURETION
pump connector link as on assembly
(Fig. 10).
70'117
FIGURE 10 - Removing or Installing
Pump Arm and l ink
Turn the accelerator pump dia-
phragm housing screws out until free
of their threads. Remove the pump
diaphragm and housing assembly,
pump lifter link, metering rod assem-
bly and fuel bowl baffle as a unit
(Fig. I 1).
FIGURE 11 - Accelerator Pump and
Metering Rod Assembly
Disconnect the metering rod spring
and remove the metering rod from
the metering rod arm. Compress the
upper pump spring to remove the re-
tainer and slide the upper pump
spring, metering rod arm and pump
lifter link off the pump shaft. Compress
4-2-4
the lower pump spring and remove
the retainer and spring. Separate the
pump diaphragm assembly from the
pump housing.
Remove the low speed jet with a
narrow blade screwdriver.
Remove the idle limiter cop by in-
stalling a sheet metal screw in the
center of the cop and turning the
screw clockwise. Remove the idle mix-
ture adjusting screw and spring.
Remove the throttle body attaching
screws and separate the throttle body
and gasket from the main body.
It is not necessary to remove the
throttle valve or shaft and lever as-
sembly for normal carburetor over-
haul. However, if they ore damaged
or worn, they must be replaced. File
the stoked portion of the throttle valve
retaining screws and remove the
screws.
CAUTION: To prevent scoring the
throttle shaft bearing surfaces, file both
sides of the shaft at the retaining screw
holes before removing.
Remove the throttle valve and shaft
and lever assembly from the throttle
body.
CLEANING AND INSPECTION
Clean all carburetor ports except
the float assembly and all ports con-
sisting of rubber, poper composition
or synthetic materials in on immersible
type cleaning solvent. Follow the par-
ticular solvent manufacturer's instruc-
tions.
Clean out all passages with com-
pressed air. Check all pos$oge plugs
to make sure they do not leak.
CAUTION: Carburetor jets and pas-
sages should never be cleaned with a
drill, wire, or other sharp object. This
method may distort jets and passages
and unfavorably affect carburetor per-
formance and calibration.
Inspect the float for damage or
wear. The choke valve and throttle
valves must be discorded if edges ore
nicked or if the protective plating has
been damaged exposing the bore
metal to corrosion.
Carefully examine the choke shaft
and throttle shaft for binding or nicks.
Inspect all linkages for bends or
worn surfaces indicating undesirable
contact with another port.
4-2-5
Replace distorted, broken, or cor-
roded springs.
Replace any retaining screws that
ore stripped or damaged.
Check the choke housing for cor-
rosion.
Evidence of exhaust deposits or cor
rosion in the choke housing indicates
a defective choke heat tube.
Inspect the idle mixture ad justing
screw for nicks, excessive wear, or
other damage.
ASSEMBLY
If removed, install the throttle shaft
and lever assembly in the throttle
body. Position the throttle valve on the
throttle shaft with the notched edge
facing the idle port (Fig. 12). Make
certain the angled edge at the
notched side of the valve is facing
toward the mounting flange. Install
new throttle valve attaching screws but
do not tighten securely. Turn the curb
idle adjusting screw out for enough
(count the turns) to allow the throttle
valve to close completely. Hold the
throttle body up to a light and open
and close the throttle valve a few
times to position it in the bore. little
or no light should be seen between
the throttle valve and bore when
seated properly. Hold the valve tightly
closed and tighten the retaining screws
securely. Support the throttle valve re-
taining screws on a piece of wood,
to prevent bending the throttle shaft,
and upset the threaded ends with a
smell punch. Tum the curb id le adjust-
ing screw bock in the some number
of turns as it was turned out.
70231
FIGURE 12 - Throttle Valve Alig nment
Install the idle mixture adjusting
screw and spring. Turn the screw in
by hand until lightly seated, then tvrn
the screw bock out approximately 1
turn for on initial setting.
NOTE: Adjust the final curb idle
speed and mixture with the engine run-
ning as outlined under "Corrective Pro-
cedures to Improve Idle Quality'' (Page
FUEL - CARBURETION
4-4- 2). Position the choke valve on the
choke shaft with the angled edge of
Assemble the throttle body and gas-
the short portion of the valve (side op-
ket to the main body. Install the re-
posite bowl vent tube) facing toward
taining screws end tighten evenly end
the bottom of the air horn. Install new
securely.
choke valve retaining screws but do
Install the low speed jet with a nor-
not tighten securely. Open and close
row blade screwdriver (Fig. 14).
the choke valve a few times to posi-
Install the pump diaphragm assem-
tion it in the air horn opening. Hold
bly into the pump housing and position
the valve tightly closed and tighten
the lower pump spring on the housing.
the retaining screws securely. Operate
Compress the spring and install the
the choke shaft a few times to make
retainer. Place the pump lifter link,
sure the valve does not bind or drag
metering rod arm assembly and upper
in the a ir horn opening. Support the
pump spring into place on the pump
choke valve retaining screws on a
shaft. Compress the upper pump spring
piece of wood, to prevent bending
and insta ll the retainer. Install the me-
the choke shaft, and upset the
tering rod and hook the looped end
threaded ends with a small punch.
of the metering rod arm spring over
Install the air cleaner brocket and
the metering rod (Fig. 11).
retaining screws.
Align the pump diaphragm and
Install the fuel inlet needle seat and
pump housing holes. Insert the housing
gasket with Needle Seat Remover and
retaining screws and thread them
Installer J-10185 (Fig. 9). Install the
through the diaphragm to hold it in
fuel inlet needle assembly, float and
place for installation.
lever assembly and float pin. The stop
shoulder on the float pin must be
CAUTION: Be careful not to damage
the diaphragm while threading the facing the fuel inlet fitting.
Check and adjust the float level
screws.
and float drop as outlined under
"SERVICE ADJUSTMENT PROCE-
Place the fuel bowl baffle into posi-
DURES." Refer to "CARBURETOR SPEC-
tion on the pump housing (Fig. 11 ).
IFICATIONS" for specified settings.
Align the pump lifter link with the
Place the pump discharge check
main body opening, the metering rod
boll and weight in the pump discharge
with the metering rod jet and the fuel
passage. Install the air horn assembly
bowl baffle with the fuel bowl retain
and gasket on the main body. Install
ing channels. Make certain the fuel
the doshpot assembly and the air horn
discharge passages of the pump hous-
retaining screws. Tighten the screws
ing and main body ore aligned to-
evenly and securely.
gether. Install the entire assembly into
the main body and hold in place If removed, install the choke lever
and retaining screw to the choke shaft,
while starting the pump housing re-
tighten the screw securely.
taining screws, do not tighten at this
time. Press downward on the pump Install the choke rod and spring clip
diaphragm shaft to compress the dia- retainer.
phragm and tighten the retaining Do not install the choke cover gas-
screws. ket or baffle plate until the "Initial
Position the throttle shaft arm and Choke Valve Clearance Adjustment''
pump connector link on the throttle has been performed. Refer to "SERVICE
shaft end insert the long end of the ADJUSTMENT PROCEDURES."
link into the pump lifter link. Tighten
SERVICE ADJUSTMENT
the throttle shaft arm set screw and
connect the return spring (Fig. 16). PROCEDURES
Adjust the metering rod to the speci-
fied setting, refer to "SERVICE AD-
Float Level Adjustment
JUSTMENT PROCEDURES." Invert the air horn assembly and
If removed, insert the choke shaft remove the gasket. Measure the dis-
and piston lever assembly into the air tance between the top of the float, at
horn (Fig. 8). Align the choke piston the free end, and the air horn costing
with the cylinder and turn the shaft {Fig. 16). Refer to "CARBURETOR
assembly clockwise until the piston is SPECIFICATIONS" for the correct set-
fully in the cylinder. ting. Adjust by bending the float
 FUEL- CARBURET ION 4-2-6

1. Oosh pot Brocket

2. Ooshpot lock Nut
3. Ooshpot
4. Choke Shott and lever Assembly
5. Boffte Plate
2 6. Choke Cover Goskat
7. Choke Cover
8. Choke Cover Retaining Screw {3)
9. Choke Cover Retainer (3)
10. Choke Piston Pin
11. Choke Piston
5 6 7 12. Upper Pump Spring Retainer
13. Upper Pump Spring
14. Metering Rod Arm and Spring
c,.. 15. Metering Rod
16. Choke Rod Retaining Clip
17. Choke Rod
18. Pump lifter link

y,
'' 19. Lower Pump Spring Retainer
20. lower Pump Spring
53 15 21. Pump Housing Retaining Screw (4)
22. Pump Housing
8 23. Pump Diaphragm Assembly
11 10 24. Fast Idle Com
25. Fast Idle Com Retaining Screw
26. Curb Idle Speed Adjusting Sc.-
27. Curb Idle Screw Spring
j
I 28. Throttle Shaft and Lever Assembly
_ _ ,9 29. Fest Idle Screw Spring
' 30. Fast Idle Speed Adjusting Screw
31. Idle limiter Cop
;. 20 32. Idle Mixture Screw
33. Idle Mixture Screw Spring
~L_ . ~21
34. Throttle Body
35. Throttle Body Retaining Screw (3)

~22
36. Throttle Shaft Arm Set Screw
37. Throttle Shaft Arm
3B. Throttle Shaft Return Spring
39. Pump Connector link
40. Throttle Valve
41. Throttle Valve Retaining Screw (2)
23 42. Throttle Body Gasket
43. Main Body
.U. Pump OiKhorge Check Boll and Weight
45. Metering Rod Jet
46. low Speed Jet
47. Fuel Bowl Boffte
48. Float and lever Assembly
49. Float Pin
50. Needle and Seat Assembly
51. Needle Seat Gasket
.52. Screen
53. Air Horn Gasket
54. Air Horn
55. Short Air Hom Retaining Screw (3)
56. long Air Horn Retaining Screw (3)
57. Air Cleaner Brocket
58. Air Cleaner Brocket Retaining Strew (2)
59. Choke Valve Retaining Screw (2)
60. Choke Valve
61. Choke lever Retaining Screw
62. Choke lever
28 63. Ooshpot Brodtet Retaining Screw

FIGURE 13- Ports Identification- Model YF Carburetor
lever.
CAUTION: The fuel inlet needle must
be held off its seat while bending the
float lever to prevent damage to the
''Flared Tip" needle.
Float Drop Adjustment
With the air horn assembly in an
upright position and the floot hanging
freely, measure the distance between
the top of the floot, at the extreme
outer end, and the air horn costing
(fig 18). Refer to "CARBURETOR
SPECIFICATIONS" for the correct set-
ting. Adjust by bending the tab at the
rear of the float lever.
Metering Rod Adjustment
The air horn assembly must be re-
172161
moved to adjust the metering rod. No
metering rod gouge is necessary. Prior
to performing the adjustment, turn out
the curb idle adjusting screw and
dashpot (if so equipped) until the
throttle valve is completely closed.
Press down on the pump diaphragm
shaft until it bottoms in the vacuum
chamber. With the diaphragm shaft
held in this position, the metering rod
4-2 - 7 FUEL- CARBURETION

the metering rod pin tab with a 7

/ 32 " Bi-Metal .025" Wire
lever Go~
open end wrench (Fig. 18). In Outboard
(Push Down) Bend Here

low Speed
Jet

70109

Metering Pump Diaphragm FIGURE 18 - Metering Rod A djustment

Rod Assembly 70238

FIGURE 14 - Interior View of Fuel

Bowl Initia l Choke Va lve Clearance
Adjustment 72141

Bend o .025" wire gouge at a 90 FIGURE 19 - Initia l Choke Valve

Pump Return
Spring
link
70236
FIGURE 15 - Throttle Shaft Arm-Link
Installation
FIGURE 16 - Float Level Adjustment
FIGURE 17- Float Drop A djustment
should be bottomed in the metering
rod well. With the metering rod in
this position, the eyelet of the rod
should slide freely on the pin of the
metering rod arm. Adjust by bending
degree angle approximately Ys" from Clearance Adjustment
the end. Partially open the throttle
and close the choke valve to position
Fast Idle Cam linkage
the choke piston at the top of its bore.
While holding the choke valve fully
Ad justment
closed, release the throttle and insert Partially open the throttle and close
the wire gouge into the piston slot and the choke valve to rotate the fast idle
against the outboard side (right side of com into the cold start position. While
choke shaft) of the piston bore. Push holding the choke valve closed, release
the piston downward with the gauge the throttle. With the fast idle com in
until the bent end of the gauge enters this position, the fast idle ad justing
the slot in the piston bore. With the screw must be aligned with the index
gauge in place, push on the choke mark ot the bock side of the com. Ad-
shaft bi-metal lever in a counterclock- just by bending the choke rod at its
wise direction to move the piston up- upper angle (Fig. 20).
ward, locking the gauge in place (Fig.
19). Measure the clearance between
the lower edge of the choke valve and
the air horn wall. Refer to "CARBU-
RETOR SPECIFICATIONS" for the cor-
rect setting. Adjust the clearance by
carefully bending the choke piston
lever with a pair of needle nose pliers.
Decrease the clearance by bending
toward the piston and increase the
clearance by bending away from the
piston.
After completing the ad justment, in-
stall the choke baffle plate (embossed
cross outward), choke cover gasket Fast ldl.
Cam Index Mark 72196
and choke cover. Make certain the
thermostatic coil properly engages the
FIGURE 20 - Fa st Idle Cam Linkage
bi-metal lever. Install the choke cover
Adjustment
retainers and retaining screws, but do
not tighten. Adjust the choke os out-
lined under "Automatic Choke Adjust-
Unloader Adjustment
ment." Refer to "CARBURETOR SPECI- With the throttle held fully open,
FICATIONS" for the correct setting. apply pressure on the choke valve
Tighten the retaining screws evenly and toward the closed position and mea-
securely. sure the clearance between the lower

edge of the choke valve and the air
horn wall (Fig. 21). Refer to "CAR-
BURETOR SPECIFICATIONS" for the
correct setting. Adjust by bending the
tong on the throttle lever which con--
tacts the fast idle cam. Bend toward
the cam to increase the clearance and
away from the cam to decrease the
clearance.
72197
FIGURE 21 - Unloader Adjustment
CAUTION: Do not bend the unloader
tang downward from a horizontal
plane. After making the adjustment,
make certain the unloader tong does not
contact the main body Range when the
throttle is fully open.
NOTE: Final unloader adjustment
must always be done on the vehicle. The
MODEL YF (lV) CARBURETOR SPECIFICATIONS
APPLICATION
CODE
CALIBRATIONS
Throttle Bore Size
Main Venturi Size
Vents Inside
Fuel Inlet Diameter
low Speed Jet
By-Pass
Economizer
Idle Air Bleed
Metering Rod Jet Number
Metering Rod Jet Size
Metering Rod Number
Economy Step
Intermediate Step
Power Step
FUEL- CARBURETION 4-2-8
throttle should be fully opened by de- SPECIFICATIONS" for the correct set-
pressing the accelerator pedal to the ting. Adjust by loosening the lock nut
floor. This is to assure that full throttle and turning the dashpot.
is obtained.
Automatic Choke Ad justment
The automatic choke setting is made
by loosening the choke cover retaining
screws and rotating the cover in the
desired direction as indicated by an
arrow on the face of the cover. Refer
to "CARBURETOR SPECIFICATIONS"
for the correct setting. The specified
setting will be satisfactory for most
driving conditions. However, in the
event that stumbles or stalls occur on
acceleration during the engine warm-
up period, the choke setting may be
"tailored" richer or leaner to meet
individual engine requirements. Never
set the choke more than two gradua-
tions in either direction of the speci-
fied setting.
FIGURE 22 - Dashpot Adjustment
Idle Speed and Mixture
Ad justment
Fast Idle Speed Adjustment
Refer to ''ENGINE IDLE SffiiNG
Set the fast idle speed with the en-
PROCEDURES."
g ine at operating temperature and the
fast idle adjusting screw in contact with
Dashpot Adjustment the second step and against the shoul-
With the throttle set at curb idle der of the high step of the fast idle
position, fully depress the dashpot com. Refer to "CARBURETOR SPECI-
stem and measure the clearance be- FICATIONS" for the correct RPM set-
tween the stem and the throttle lever ting. Ad just by turning the fast idle
(fig. 22). Refer to "CARBURETOR adjusting screw.
Wagoneer, Truck CJ-5/CJ-6, Commando
258 CID- Man. Trans. 232-258 CID - All Trans.
Wagoneer, Truck
258 CID- Auto. Trans.
62875 62885
--- - -- - - - - - - - - 1-'11/u,'' - - - - - - - - - - - - -
- - - - - - - - -- ---].5/tfl" - - - -- -- - -- -- -
- - - - - - - - -- - - (1) In Air H o r n - - - - - - - - - - - - -
- - - - - - - -- - No. 42 (.0935") D r i l l - - - - - - -- - -
No. 63 (.037") Drill No. 64 (.036'') Drill
- -- - - - - -- No. 55 (.052'') Drill - - - - - - - - - -
- - -- -- - - - No. 52 (.0635'') D r i l l - - - - - - - - --
- - -- -- - - - - No. 55 (.052'') Drill-- -- - - - - - --
------------1~1------------~
- - - - -- - -- -
1
No. 38 (.1 01'') D r i l l - - - - - - -- - ---
75-1935 75- 1926
.076" .074"
.065" .061"
.049'' .049''
4-2-9 FUEL- CARBURETION

(Model YF (IV) Carburetor Specifications - Continued)

APPLICATION Wagoneer, Truck CJ-5/CJ-6, Commando
258 CID- Mon. Trans. 232-258 CID- All Trans.
Wagoneer, Truck
258 CID- Auto. Trans.
CODE 6287S 62885
CALIBRATIONS
Nozzle Bleed - - -- - - - - - -No. 52 (.0635") D r i l l - - - - - - - - --
Anti-Perc Bleed - - - - - - - - - No. 70 (.028") Drill - - - - - - - - --
Pump Discharge Nozzle (Jet) --- - - - - - - - - N o . 70 (.028'') D r i l l - - - - - -- - - -
Vacuum Spark Port --- - - - - - - - - . 0 5 2 " (Round Hole) - - - - - - - - - - -
Spark Port Location - - -- - - - - - -.022" Above Closed Throttle-------------
Choke Heat By-Pass (Drilled Passage) - -- - - - - - - - - Ys" (.125") D r i l l - - - - - - - - - - ---
Choke Heat Inlet (Bross) Restriction - - - - - -- - - No. 50 (.070'') Drill----- - - - --
Choke Vacuum Restriction - - -- - - - - - No. 43 (.089'') D r i l l - - - - - - - - --
(In Main Body Flange)

SERVICE ADJUSTMENTS
Float Level - - - - - - - -- - - 29 /e.'' (.450'') G o u g e - - - - - - - - - --
Float Drop ~-------------1-~"-------------
Initia l Choke Valve Clearance - - -- - - - - - - - 13 /e" (.230'') G o u g e - - - - - - - - ---
Fast Idle Com Linkage --- - - - - - - - Index Mark (Choke Closed)- - - - - - - --
Unlooder - -- - -- -----
18
/e.'' (.300") G o u g e - - - - - - - - - --
Automatic Choke - -- - - - -- - - - - - - In d e x - - - - - - - - - - - - --
Doshpot - -- - - - - - - -- 3/ " (.095") Gouge - - - - - - - - --
32
Fast Idle Speed --- - - - -- ---1600 RPM (Second Step)- - - - - - - --
Idle Speed Refer to "ENGINE IDLE SffiiNG PROCEDURES"

CARBURETOR- MODEL 2100

The Model 2100 carburetor is a two
venturi carburetor which incorporates
two lightweight a luminum assemblies,
the air horn and the main body.
The air horn ossembly serves as the
main body cover and a lso contains the
choke assembly and fuel bowl vents.
The throttle shaft assembly and oil
units of the fuel metering systems ore
contained in the main body assembly.
The automatic choke assembly and the
doshpot ore attached to the main
body (f ig. 1).
The carburetor is identified by a
Code and build dote which is stomped
on the code tog. Each carburetor build
month is coded alphabetically begin-
ning with the letter "A" in January and FIGURE 1 - Carburetor Assembly
ending with the letter "M" in Decem- Idle (low Speed) System, provides a tains a Float (Fuel Inlet) and Choke
ber. However, the letter "I" is not fuel-a ir mixture for idle and low speed system.
used. The tog is attached to the carbu- performance, the Main Metering (High
retor and must remain with the car- Speed) System, provides on econom-
buretor to assure proper identification Float (Fuel Inlet) System
ical mixture for normal cruising speeds;
(Fig. 2). the Pump System, provides additional Fuel under pressure enters the fuel
fuel during low speed acceleration; bowl through the fuel inlet fitting in
and the Power Enrichment System, the main body.
CARBURETOR SYSTEMS provides a very rich mixture when The "Viton" tipped fuel inlet needle
high power output is needed. is controlled by the float and lever
The Model 2100 carburetor utilizes In addition to these four bosic assembly which is hinged on a float
four basic fuel metering systems; The metering systems, the carburetor con- shaft. A wire retainer is hooked over

Code
/ Model Year Engine Trans..
Build Dote
FIGURE 2- Code Tag Identification
grooves on opposite ends of the float
shaft and into a groove behind the
fuel inlet needle seat. The retainer
holds the float shaft firmly in the fuel
bowl guides and also centers the float
assembly in the fuel bowl.
An integral retaining clip is hooked
over the end of the float lever and
attached to the fuel inlet needle. This
assures reaction of the fuel inlet
needle during downward movement of
the float (Fig. 3).
The float system maintains a speci-
fied fuel level in the bowl, enabling
the basic fuel metering systems to de-
. . Fuel
FIGURE 3 - Float System
FUEL- CARBURETION
liver the proper mixture to the engine.
Venturi I The amount of fuel entering the bowl
is regulated by the distance the fuel
inlet needle is raised off its seat. The
float drops as the fuel level drops
and raises the fuel inlet needle off its
seat. This permits additional fuel to
enter the bowl post the fuel inlet
needle. When the fuel reaches a pre-
set level, the fuel inlet needle is
lowered to a position where only
enough fuel is admitted to replace
that being used.
1.10087
Idle (low Speed) System
Fuel for idle and low speed opera-
tion flows from the fuel bowl through
the main jets into the main wells. From
the main wells, the fuel is metered as
it posses througt. calibrated restrictions
at the lower end of the idle tubes.
After flowing through the idle tubes,
the fuel enters diagonal passages
above the tubes. The fuel is metered
again as it flows downward through
restrictions at the lower end of the
diagonal possoges and then enters
the idle passages in the main body
(Fig. 4).
Air enters the idle system through air
Fuel Bowl
Float
Needle and
Seat Assy.
7(1137
4-3-2
bleeds which ore located in the main
body directly below the booster ven-
turi. The air bleeds serve as anti-siphon
vents during off-idle and high speed
operation, and when the engine is
stopped.
The fuel-air mixture moves down the
idle passages post the idle transfer
slots which serve as additional air
bleeds during curb idle operation. The
fuel-air mixture then moves post the
id le mixture adjusting screw tips which
control the amount of discharge. From
the adjusting screw ports, the fuel-
a ir mixture moves through short hori-
zontal possoges and is discharged
below the throttle valves.
At speeds slightly above idle, the
idle transfer slots begin discharging the
fuel-air mixture as the throttle valves
expose them to manifold vacuum. As
the throttle valves continue opening
and engine speed increases, the air
flow through the carburetor increases
proportionately. This increased air flow
creates a vacuum in the venturi and
the main metering system begins dis-
charging o fuel-air mixture. The dis-
charge from the idle system tapers off
as the main metering system begins
discharging.
Main Metering (High Speed)
System
As engine speed increases, the air
velocity through the booster venturi
creates a vacuum (low pressure area).
Fuel begins to flow through the main
metering system due to the high pres-
sure in the fuel bowl and low pressure
at the main discharge ports. fuel flows
from the fuel bowl, through the main
jets, and into the main wells. The fuel
then moves up the main well tubes
where it is mixed with air. The a ir, sup-
plied through the main a ir bleeds,
mixes with the fuel through small holes
in the sides of the main well tubes. The
main air bleeds meter on increasing
amount of a ir, whenever venturi vac-
uum increases, to maintain the proper
fuel-air ratio. The mixture of fuel and
air, being lighter than raw fuel, re-
sponds quickly to changes in venturi
vacuum. It also atomizes more readily
than row fuel.
The fuel-air mixture moves from the
main well tubes to the discharge ports
and is d ischarged into the booster ven-
turi (Fig. 5).
.4-3 - 3 FUEL- CARBURETION

systems (Fig. 6).

When the throttle valves ore closed,
the diaphragm return spring exerts
force against the diaphragm and
pushes it against the cover. Fuel is
drown through the inlet, post the
Elastomer valve and into the pump
chamber. A discharge check ball and
weight prevents air from being drawn
into the pump chamber.
When the throttle valves ore opened,
the diaphragm rod is pushed inward,
forcing fuel from the pump chamber
into the discharge passages. The
Elastomer valve seals the inlet hole
during pump operation preventing
fuel from returning to the fuel bowl.
Fuel under pressure unseats the dis-
Q Air
charge check boll and weight and is
4- Air-Ful
+ Ful
forced through the pump discharge
screw. The fuel is then sprayed into
the main venturi through discharge
FIGURE 4 - Idle System parts.
:::::l Air An air bleed is provided in the pump
chamber to prevent vapor accumula-
(:::::t Air-Ful
tion and pressure build-up.
. . . Fu.l

1m Vacuum
FIGURE 5- Main Metering System
Anti-siphon air bleeds, located near retor responds almost immediately.
the top of the main well tubes, prevent However, since the flowing fuel is
siphoning of fuel from the main well heavier than air, there is a brief log
when decelerating. in time before the fuel flow con gain
speed enough to maintain the proper
fuel-air ratio. During this log, the
Pump System
pump system supplies the required
When the throttle valves ore opened fuel, until the proper fuel-air ratio con
quickly, the air flow through the corbu- be maintained by the other metering
Power Enrichment System
During heavy load conditions or
high speed operation, the fuel-air ratio
must be increased for higher engine
output. The power enrichment system
supplies extra fuel during this period
and is controlled by intake manifold
vacuum (Fig. 7).
Manifold vacuum is applied to the
power valve diaphragm from on open-
ing in the bose of the main body,
through a passage in the main body
and power valve chamber to the power
valve diaphragm. During idle and
normal driving conditions, manifold
vacuum is high enough to overcome the
power valve spring tension and hold
the valve closed. When higher engine
output is required, the increased load
on the engine results in decreased
manifold vacuum. The power valve
spring opens the power valve when
manifold vacuum drops below a pre-
determined value. Fuel flows from the
fuel bowl through the power valve and
into passages leading to the main
wells. At the main wells, this fuel is
added to the fuel in the main metering
system to enrichen the mixture.
As engine load requirements de-
crease, manifold vacuum increases and
overcomes the tension of the power
valve spring, closing the power valve.

Discharge Checlt Boll
. . . Fvel
FIG URE 6 - Pump System
<;:lAir
<C=l Air-fuel
. . Fuel
<::11 Vacuum
FIGURE 7 - Power Enrichment System
Choke System
The choke valve, located in the air
horn assembly, provides a high vacuum
above as well as below the throttle
valves, when closed. During cranking,
vacuum above the throttle valves
causes fuel to flow from the main
metering and idle systems. This pro-
vides tne richer ffJe/-air mixture re-
quired for cold engine starting.
FUEL- CARBURETION
Diaphragm
Fuel Bowl
707..1
The choke shaft is connected by
linkage to o thermostatic coil.
The thermostatic coil winds up when
cold and unwinds when warm.
The position of the choke valve is
controlled by the action of a two-stage
vacuum modulator exerting force
against the tension of the thermostatic
coiJ (Fig. 8).
When the engine is cold, tension of
4-3 - 4
the thermostatic coil holds the choke
valve closed. When the engine is
started, manifold vacuum is channeled
through on opening at the bose of the
carburetor through o passage to the
bottom side of the modulator dia-
phragm assembly, moving the dia-
phragm downward against the stop
screw.
At the some time, the modulator
arm contacts o tong on the choke
shaft. The downward movement of the
diaphragm assembly compresses the
piston spring and exerts a pulling
force on the modulator arm, causing
tne choke voive to open slightly. This
first stage of the vacuum modulator is
known as "initial choke valve clear-
ance."
As the engine begins to worm up,
heated air from the exhaust cross-over
is routed through o heat tube to the
choke housing. A thermostatic by-pass
valve, which is integral with the choke
heat tube, helps prevent premature
choke valve opening during the early
port of the worm-up period. The valve
regulates the temperature of the hot
a ir flow to the choke housing by of-
lowing outside unheated air to enter
the heat tube. A thermostatic disc is
incorporated in the valve which is
calibrated to close the valve at 75F.
and open it at 55F.
The heated a ir entering the choke
housing causes the thermostatic coil
to begin unwinding and decreases the
closing force exerted against the choke
valve. The second stage of the vacuum
modulator takes place at this time. The
tension of the compressed piston spring
causes the modulator arm. to push
against the tong on the choke shaft
and further increases the choke valve
opening.
As the engine continues to warm up,
the heated a ir rises in temperature.
The coil gradually loses its tension and
oJJows the choke valve to open. The
heated a ir is exhausted into the intake
manifold.
When the engine reaches operating
temperature, the thermostatic coil con-
tinues unwinding and exerts pre53ure
against the choke linkage, forcing the
choke valve fully open. A continual
flow of worm air posses through the
choke housing. The thermostatic coil
remains heated and the choke valve
remains fully open until the engine is
stopped and allowed to cool.
4-3-5
Vacuum Possoge
FIGURE 8 - Choke System
During the worm-up period, o fast
idle must be provided to prevent en-
gine stalling. The fast idle cam, actu-
ated by the choke rod, contacts the
fast idle speed adjustment screw and
increases engine speed in proportion
to the choke valve opening. When the
choke valve reaches the fully open
position, the fast idle com rotates free
of the fast idle speed adjusting screw,
allowing the throttle lever to return to
curb idle.
If the engine is accelerated during
the worm-up period, the resulting
drop in manifold vacuum allows the
thermostatic coil to momentarily close
the choke valve. This provides a richer
mixture to prevent engine stalling.
Should the engine become flooded
during the starting period, the unlooder
tang on the fast idle lever contacts the
fast idle cam when the accelerator is
fully depressed. The choke valve is par-
tially opened by attaching linkage and
permits unloading of a flooded engine.
DISASSEMBLY
The following procedure applies to
complete overhaul, with the carburetor
removed from the engine.
A complete disassembly is not nec-
essary when performing adjustments.
In most cases, service adjustments of
individual systems may be completed
without removing the carburetor from
the engine (Refer to "SERVICE AD-
JUSTMENT PROCEDURES").
FUEL- CARBURETION
upset ends of the retaining screws flush
with the shaft prior to removing. Mark
the valve prior to removing for proper
location when installing.
Remove the choke modulator retain-
end Spring ing screws and raise the diaphragm
assembly, disconnect piston rod from
keyed slot of modulator arm. Remove
diaphragm return spring (Fig. l 0).
Modulator
\-oo-......;:=-T----,~i--- Diaphragm
Assembly
m Return Spring
l70088
FIGURE 10 - Choke Modulator
A complete carburetor overhaul in- Assembly
cludes d isassembly, thorough cleaning,
inspection and replacement of all Remove the fast idle com retainer
gaskets and worn or damaged ports. (Fig. 11 ).
Refer to Figure 17 for parts identifica-
tion.
NOTE: If using an overhaul kit, re-
place all parts included in kit.
Remove the heat shield retaining
screws, and separate the shield from
the choke assembly.
Remove the choke lever screw and
lever.
Remove the air cleaner stud, air horn
retaining screws and the carburetor
code tog. Separate the air horn as-
sembly and gasket from the main body
(Fig. 9).
FIGURE 11 - Removing Fast Id le Com
Retainer
Remove the choke cover retaining
screws and retaining clomp. Separate
the choke cover and gasket from the
choke housing.
Remove the choke housing assembly
retaining screws and separate the
FIGURE 9 - Separating Air Horn housing, gasket, fast idle cam and
Assembly attaching linkage from the main body.
Inspect the choke shaft and valve Remove the fast idle com rod upper
for damage or excessive wear. Remove retainer and disconnect the fast idle
the choke shaft and/or valve only if com and rod from the fast idle com
replacement is necessary. lever.
If replacement is required, file the Remove the choke thermostat lever

retaining SJ:rew, lever and washer.
Slide the thermostatic choke shaft
and lever assembly and fast idle com
lever out of the choke housing.
Pry the float shaft retainer from the
groove in the fuel inlet needle seat
with o SJ:rewdriver (Fig. 12).
Retainer Floot Shoft
FIGURE 12- Remova l or ln.s tallation-
Float Assembly
Remove the float, float shaft, float
shaft retainer, fuel inlet needle and
clip from the bowl.
Remove the fuel inlet needle seat
and gasket with Needle Seat Remover
and Installer J-10184 (Fig. 13).
Remove the main metering jets with
Main Metering Jet Wrench J-10174-01
(Fig. 13).
FIGURE 13 - Interior View- Fuel Bowl
Remove the accelerator pump dis-
charge SJ:rew, air distribution plate,
nozzle bar and booster venturi assem-
bly and gasket (Fig. 14). Invert the
main body and allow the accelerator
pump diSJ:horge weight and boll to
fall into hand.
Remove the doshpot or throttle stop
solenoid assembly.
DiSJ:onnect the accelerator pump
operating rod from the throttle lever
by pressing the retainer ends together
and pushing the rod away from the
retainer. Align the pump rod with the
FUEL- CARBURETION
FIGURE 14- Removing Nozzle Bar
and Booster Venturi Assembly
key slot of the accelerator pump lever
and pull up to remove.
Remove the accelerator pump cover
retaining screws with a ~" wrench.
Separate the accelerator pump cover,
diaphragm assembly and return spring
from the main body (Fig. 15).
70240
FIGURE 15- Removing Accelerator
Pump Assembly
Remove the Elastomer valve (pump
inlet check valve) by grasping it firmly
and pulling it straight out. The valve
tip normally breaks off during removal.
Be sure to remove this portion from the
fuel bowl. The Elastomer valve must be
replaced whenever it has been re-
moved from the carburetor.
Remove the idle limiter cops from
the idle mixture screws by installing a
sheet metal SJ:rew in the center of each
cop and turning clockwise.
Remove the idle mixture screws and
springs.
Invert the main body and remove the
power valve cover and gasket. Remove
valve with Power Valve Socket Tool
J-10175 (Fig. 16).
It is not necessary to remove the
throttle valves for normal carburetor
overhaul. However, if they ore dam-
aged or if the throttle shaft is worn
or bent, they must be replaced. lightly
SJ:ribe the valves along one side of the
throttle shaft and mark each valve
and its matching bore with o letter or
number for proper location when in-
stalling. Remove the throttle valve
4-3-6
FIGURE 16 - Removing or Installing
Power Valve
screws, throttle valves and throttle shaft
from the main body.
CAUTION: To prevent scoring the
throttle shaft bearing surfaces, do not
remove throttle shaft before filing burrs
on both sides of the throttle shaft ot the
retaining screw hole.
CLEANING AND INSPECTION
Clean all carburetor ports except the
float assembly and all ports consisting
of rubber, paper composition or syn-
thetic materials in on immersible type
cleaning solvent. Follow the particular
solvent manufacturer's instructions.
After the ports hove been cleaned,
visually inspect the castings for crocks,
nicks, water domoge, ond depo3its of
dirt or carbon.
Clean out all passages with com-
pressed air. Check all passage plugs
to make sure they do not leak.
CAUTION: Carburetor jets and pas-
sages should never be cleaned with o
drill, wire, or other sharp object. This
method may distort jets and passages
ond unfavorably affect carburetor per-
formance and calibration.
Inspect the float for damage or
wear. The choke valve and throttle
valves must be diSJ:arded if edges ore
nicked or if the protective plating has
been damaged exposing the bore
metal to corrosion.
Carefully examine the choke shaft
and throttle shaft for binding or nicks.
Inspect all linkages for bends or
worn surfaces indicating undesirable
contact with another port.
Replace distorted, broken, or cor-
roded springs.
4-3-7
Check the choke housing for corro-
sion.
Evidence of exhaust deposits in the
choke housing indicates a defective
choke heat tube in the exhaust cross-
over passage of the intake manifold.
Inspect the idle mixture adjusting
screws for nicks, excessive wear, or
other damage.
ASSEMBLY
Install the throttle shaft assembly in
the main body, if removed. Install the
throttle valves and screws in their
proper locations, but do not tighten the
screws ot this time. Turn the curb idle
adjusting screw out for enough (count
the turns) to allow the throttle valves
to close completely. Invert the main
body and hold it up to light. Open and
close the throttle valves a few times to
position them in the bores. Top the
valves lightly with o screwdriver han-
dle to seat them properly. Little or no
light should show between the throttle
valves and throttle bores when seated
properly. Hold the valves tightly closed
and tighten the retaining screws. Sup-
port the throttle shaft on o block of
wood, to prevent bending of the shaft,
and stoke the throttle valve screws.
Turn the curb idle adjusting screw bock
in the some number of turns os it was
turned out.
If the fast idle lever was removed,
place the lever on the throttle shaft,
and install the retaining washer and
nut.
Lubricate the tip of a new Elastomer
valve with light grease and insert the
tip into the chamfered center hole of
the accelerator pump chamber. From
inside the fuel bowl, pull the valve tip
with a needle nosed pliers until the
retaining shoulder seats in the hole.
Cut off the tip forward of the retaining
shoulder and remove this portion from
the fuel bowl.
Insert the accelerator pump return
spring into the pump cromber opening,
with the larger diameter facing the
main body. Place the accelerator pump
diaphragm in the pump cover, with the
diaphragm rod facing the pump
lever, and place the cover and dia-
phragm into position on the main body.
Install the cover retaining screws and
tighten evenly.
Insert the keyed end of the occelero-
FUEl- CARBURETION
tor pump operating rod into the in-
board hole (marked "A") of the pump
lever. Hold the pump rod retainer over
the specified over-travel lever hole and
insert the pump rod through the re-
tainer and over-travel lever. Release
the retainer ends to secure the pump
rod.
Install the doshpot or throttle stop
solenoid assembly and tighten the re-
taining screw securely.
Invert the main body. Position the
power valve and gasket on the main
body and tighten the valve with Power
Valve Socket Tool J-10175 (Fig. 16).
Place the power valve cover and
gasket into position over the power
valve. The cover must be installed with
the idle limiter stops toward the main
body. Install the retaining screws and
tighten evenly and securely.
Install the idle mixture screws and
springs. Turn the screws in by hand
until they seat lightly, then, turn the
screws bock out 2 turns to provide on
initial setting. Final idle mixture ad-
justment must be mode with the engine
running os outlined under "ENGINE
IDLE SffiiNG PROCEDURES."
CAUTION: Do not turn the mixture
screws in too tightly against the seats.
This would damage the screws and re-
sult in on erratic idle condition.
Install the main metering jets with
Main Metering Jet Wrench J-10174-01
(Fig. 13).
Install the fuel inlet needle seat and
gasket with Needle Seat Remover and
Installer Tool J-10184 (Fig. 13).
Insert the float shaft into the float
lever and position the float shaft re-
tainer in the grooves of the float shaft.
Install the retaining clip on the fuel
inlet needle and place in position on
the float lever.
Insert the float assembly into the
fuel bowl. Position the float shaft in its
guides and press the float shaft re-
tainer into the needle seat groove with
o screwdriver (Fig. 12). Check the (dry)
float setting, refer to "SERVICE AD-
JUSTMENT PROCEDURES."
Drop the accelerator d ischarge boll
into its passage in the main body.
Position the discharge weight on top of
the discharge boll.
Install the booster venturi and gasket
in the main body. Position the air dis-
tribution plate on the booster venturi
and insta ll the accelerator pump dis-
charge screw. Tighten the screw se-
curely.
Positon the fast idle com lever on the
thermostatic choke shaft and lever as-
sembly with the adjusting screw resting
against the tong on the thermostatic
choke shaft lever. Insert this entire as-
sembly into the rear of the choke
housing with the fast idle com lever to
the right side of the choke housing.
Insert the choke thermostat lever
into the choke housing and position the
lever on the thermostatic choke short.
Install the retaining screw and washer
and tighten securely.
Install the upper end of the fast
idle com rod into the fast idle com
lever and fasten with the retainer.
Place the choke housing gasket on
the choke housing vacuum flange. Po-
sition the choke housing on the main
body and ot the some time, install the
fast idle com on its shaft on the main
body. Install and tighten the choke
housing retaining screws. Install the
fast idle com retainer. Install the
choke cover gasket, choke cover, re-
tainer clomp and retaining screws. Do
not tighten screws until "Initial Choke
Valve Clearance Adjustment" has been
performed.
If removed, slide the choke shaft up
the air horn and install choke valve
using new retaining screws. Check for
proper alignment and free operation.
Tighten retaining screws securely and
stoke by upsetting the threaded ends
with o punch. Support shaft while
stoking to ovoid bending.
Position the a ir horn gasket on the
main body with the straight edge of
the gasket located on the throttle lever
side of the main body.
Position the air horn assembly on the
main body while inserting the choke
rod through the opening. Be sure the
choke rod seal is in place on the main
body to assure free movement of the
choke rod. Install the a ir horn retaining
screws and air cleaner stud. Install the
choke lever and retaining screw.
Install the modulator diaphragm re-
turn spring in the recess of the air horn.
Position the modulator cover over the
diaphragm assembly and engage the
piston rod with the keyed slot of the
modulator arm. Place the diaphragm
and cover over the return spring and
install the retaining screws (Fig. 10).
 FUEL- CARBURETION 4-3 -8

1. Pivot Pin
2. Modulator Arm
3. Choke Volve Retaining Scr- (2)
4. Choke Volve
5. Choke Shaft
6. Air Horn
7. Air Horn Retaining Screw (4)
8. Air Horn Gasket
9. Float Shaft Retainer
10. float ond lever Assembly
11. Needle Retaining Clip
12. OeAector
13. Needle and Seat Assembly
14. Needle Seat Gasket
15. Fuel Bowl BafRe
16. Float Shaft
17. Curb Idle Adjusting Screw
18. Curb Idle Adjumng Screw Spring
19. Throttle Shaft and lever Assembly
20. Oashpot
21. Oashpot l.odtnut
22. Oashpot Bracket
23. Oashpot Bracket Retaining Screw
24. Throttle Valve Retaining Screw (4)
25. Throttle Volve (2)
26. Main Jet (2)
27. Main Body
19
28. Pll=p Rod Retainer
29. Pump Rod
30. Elastomer Valve
31. Pump Return Spring
32. Pump Dio;>hragm 21
33. Pump lever Pin
34. Pump Cover
35. Pump Lever
36. Pump Cover Retaining Screw (4)
37. Fuel Inlet Fining
38. Power Valve Gasket 22
39. Power Valve
40. Power Valve Cover Gasket
41. Power Valve Caver
42. Power Valve Cover Retaining Screw (4)
43. Idle limiter Cap (2)
. Idle Mixture Screw (2)
45. Idle Mixture Screw Spring (2)
46. Retainer
0. Retainer
48. Fast Idle lever Retaining Nut
49. Fast Idle lever Pin
SO. Retainer
51. Retainer
52. fast Idle Cam Rod

53. Choke Shield 65. Choke Shaft Bushing n. Air Distribution Plate
54. Choke Shield Retaining Screw (2) 66. fast Idle Com lever 78. Pump OiJchorge Screw
55. Piston Passage Plug 67. Fast Idle Com lever Adjusting Screw 79. Retainer
56. Heat Passage Plug 68. Thermostatic Choke Shaft 80. Choke Rod
57. Choke Cover Retaining Clamp 69. Fast Idle Speed Adjusting Screw 81. Choke Lever Retaining Screw
58. Choke Cover Retaining Screw (3) 70. Fast Idle lever 82. Choke lever
59. Choke Cover 71. Fast Idle Com 83. Choke Rod Seal
60. Choke Cover Gasket 72. Choke Housing Gasket 84. Stop Screw
61. Thermostat lever Retaining Screw 73. Pump Discharge Check Ball 85. Modulator Return Spring
62. Thermostat lever 74. Pump Discharge Weight 86. Modulator Diaphragm Assembly
63. Choke Housing Retaining Screw (3) 75. Booster Venturi Gasket 87. Modulator Cover
64. Choke Housing 76. Booster Venturi Assembly 88. Modulator Retaining Screw (3)

FIGURE 17- Parts Identification- Model2100 Carburetor

4-3-9
SERVICE ADJUSTMENT
PROCEDURES
Dry Float Adjustment
W ith the a ir horn assembly and
gasket removed, raise the float by
pressing down on the float tab until
the fuel inlet needle is lightly seated.
Using a "T" scale, measure the d is-
tance from the fuel bowl machined
surface to the flat surface of either
corner of the float, at the free end.
Refer to "CARBURETOR SPECIFICA-
TIONS" for the correct setting. Bend
float tab to adjust and hold fuel
inlet needle off its seat while ad justing,
to prevent damage to the ''Viton"
tipped needle (Fig. 18).
FIGURE 18 - Dry Float Adjustment
Wet Float Ad justment
W ith air horn assembly and gasket
temporarily in place, start the engine
and let it id le for at least three min-
utes to stabilize the fuel level in the
bowl. After the engine has idled long
enough to stabilize the fuel level, re-
move the air horn assembly and gas-
ket to obtain access to the float as-
sembly.
While the engine is idling, use a
"T" scale to measure the distance from
the fuel bowl machined surface to the
surface of the fuel. When measuring,
the "T" scale must be held at least
Y.." away from any vertical surface
of the bowl to assure on accurate
reading (Fig. 19).
FUEL - CARBURETION
- "T" Scole "A" and twisting the arm at point "B"
with a second pair of pliers. Twist to-
word the front of the carburetor to in-
crease clearance and toward the rear
of the carburetor to decrease clearance
(Fig. 20).
Here
7011 5
FIGURE 19- Wet Float Adjustment
If adjustment is required, stop the
engine to ovoid possible fire due to
fuel spray when the float is moved.
Bend the float tab upward to raise
the fuel level and downward to lower
it. Always be sure to hold the fuel
inlet needle off its seat while bending
the float tab. Refer to "CARBURETOR
SPECIFICATIONS" for the correct fuel FIGURE 20 - Initial Choke Valve
level setting. Each time on adjustment Clearance Adjustment
is required to raise or lower the fuel
level, the a ir horn assembly and gas- CAUTION: Use extreme core while
ket must be temporarily positioned twisting the modulator arm to ovoid
over the main body and the engine damaging the nylon piston rod of the
must be started and allowed to idle modulator assembly.
for at least three minutes to stabilize After completing the ad justment,
the fuel level. stop the engine and connect the choke
After completion of float adjust- heat tube. Turn the fast idle com lever
ments, position the air horn assembly adjusting screw in (clockwise) 3 full
and gasket on main body. Install re- turns. Do not reset the choke cover
taining screws and carburetor code until the fast id le com linkage adjust-
tog. Tighten screws evenly and se- ment has been performed.
curely. Install air cleaner stud and
tighten to specified torque. Refer to
''TORQUE CHART." Install choke lever
Fast Idle Cam Linkage
and retaining screw.
Adjustment
Push down on the fast idle com lever
Initial Choke Valve Clearance until the fast idle speed adjusting screw
Ad justment is in contact with the second step (in-
dex) and against the shoulder of the
loosen the choke cover retaining
high step. Measure the clearance be-
screws to a llow movement of the cover.
tween the lower edge of the choke
Rotate the choke cover Y.. turn counter-
valve and the air horn wall (Fig. 2 1).
clockwise (rich) from index and tighten
Refer to "CARBURETOR SPECIFICA-
the retaining screws. Disconnect the
TIONS" for the correct setting. Adjust
choke heat inlet tube. Align the fast
by turning the fast idle com lever
idle speed adjusting screw with the sec-
screw. loosen the choke cover retain-
ond step (Index) of the fast idle com.
ing screws and ad just the choke as
Start the engine without moving the
outlined under "Automatic Choke Ad-
accelerator linkage. Turn the fast id le justment." Install the choke shield
com lever adjusting screw out (counter-
clomp and retaining screws.
clockwise) 3 full turns. Measure the
clearance between the lower edge of
Unloader Adjustment
the choke valve and the a ir horn wall.
Refer to "CARBURETOR SPECIFICA- With the throttle held fully open,
TIONS" for the correct setting. Adjust apply pressure on the choke valve
by grasping the modulator arm se- toward the closed position and mea-
curely with a pair of pliers at point sure the clearance between the lower

70117
FIGURE 21 - Fast Idle Cam Linkage
Adjustment
edge of the choke valve and the air
horn wall (Fig. 22).
FIGURE 22 - Unloader Adjustment
Refer to "CARBURETOR SPECIFICA-
TIONS" for the correct setting. Adjust
by bending the tong on the fast idle
speed lever, which is located on the
throttle shaft.
NOTE: Final vnlooder adjustment
mvst always be done on the vehicle. The
throttle shovld ~ fvlly opened by de-
pressing the accelerator pedal to the
floor. This is to ossvre that fvll throttle is
obtained.
MODEL 2100 (2V) CARBURETOR SPECIFICATIONS
APPLICATION
CODE
CAll BRATIONS
Throttle Bore Size
Main Venturi Size
Vents Inside
FUEL- CARBURETION 4-3-10
Automatic Choke Ad justment
The automatic choke setting is mode
by loosening the choke cover retaining
screws and rotating the cover in the
desired direction as indicated by on
arrow on the face of the cover. Refer
to "CARBURETOR SPEOFICATIONS"
for the correct setting. The specified
setting will be satisfactory for most
driving conditions. However, in the
event that stumbles or stalls occur on
acceleration during the engine worm-
up period, the choke setting may be
"tailored" richer or leaner to meet in-
dividual engine requirements. Never
set the choke more than two gradua- FIGURE 23 - Accelerator Pump Rod
Position
tions in either direction of the specified
setting.
Accelerator Pump Rod Position
The accelerator pump operating
rod must be installed in the correct
holes of the accelerator pump lever
and the throttle over-travel lever to
assure proper pump travel. Refer to
"CARBURETOR SPECIFICATIONS" for
the correct pump rod location. If o
shorter or longer pump stroke is re-
quired to correct acceleration stumble,
additional holes ore provided in the
throttle over-travel lever. The shortest
stroke is obtained with the pump rod
positioned in the No. 1 hole (Fig. 23). 70119
FIGURE 24 - Dashpot Adjustment
Idle Speed and Mixture
Adjustment
by loosening the lock nut and turning
Refer to "ENGINE IDLE SETIING
the doshpot.
PROCEDURES."
Fast Idle Speed Adjustment
Dashpot Adjustment Set the fast idle speed with the
With the throttle set at curb idle engine at operating temperature and
position, fully depress the doshpot stem the fast idle speed adjusting screw
and measure the clearance between against the index mark (second step)
the stem and the throttle lever (Fig. of the fast idle com. Refer to "CAR-
24). BURETOR SPECIFICATIONS" for the
Refer to "CARBURETOR SPECIFICA- correct RPM setting. Adjust by turning
TIONS" for the correct setting. Adjust the fast idle speed adjusting screw.
304-360 CID 304 CIO 360 CID
Man. Trans. Auto. Trans. Auto. Trans.
20M2 2DA2 2RA2
l"hs"
P /s"
(2) On Air Horn
4-3-11
(Model 2100 (2V) Carburetor Specifications- Continued)
Fuel Inlet Diameter
low Speed Jet (Tube)
Idle Passage Restriction
Idle Air Bleed
Main Jet
High Speed Bleed
Power Valve Timing
Accelerator Pump Jet
Vacuum Spark Port
Spark Port location
Choke Heat By-Pass
(Top of Heat Passage)
Choke Heat Inlet Restriction
(At Choke Cover Gasket Surface)
Choke Vacuum Restriction
(Horizontal Vacuum Passage)
SERVICE ADJUSTMENTS
Float level (Dry)
Float level (Wet)
Initial Choke Valve Clearance
Fast Idle Com Linkage
Unlooder
Automatic Choke
Accelerator Pump Rod Position
Dash pot
Fast Idle Speed
Idle Speed
ENGINE IDLE SETIING PROCEDURES
The engine and all related systems
must be in proper operating condition
prior to performing carburetor idle
speed and mixture adjustments. The
idle speed and mixture adjustments
must be mode with the engine at
operating temperature and a ir cleaner
in place.
Plastic idle limiter cops ore installed
over the idle mixture screw(s) on a ll
carburetors. The limiters o re designed
to regulate the ad justment range of
the idle mixture screw(s), thereby, ef-
fectively controlling the exhaust emis-
sion level at idle speeds to comply
with Federal Standards for emission
control.
The limiter cops ore never to be
damaged in any way to gain on ad-
justment beyond the normal range of
the limiter. In isolated cases, when
idle quality is unsatisfactory after
performing a normal adjustment, refer
to "Corrective Procedures to Improve
FUEL- CARBURETION
20M2 2DA2 2W
--- -- - - - - - - N o . 41 (.097") Drill - - - - - - - - --
- -- - - -- - - - No. 70 (.028") D r i l l - - - - - - - - --
No. 57 (.043'') Drill No. 62 (.038'') Drill No. 62 (.038") Drill
- - - - - - - - - - N o . 38 (.101'') D r i l l - - - -- - - - --
No. 48F No. 47F No. 47F ..._
- - -- - - - - - - N o . 55 (.052'') D r i l l - - - - - - - - --
--- - - - - - - - - - O p e n s @ 6"-7" H g . - - - - -- - - - --
No. 66 (.032'') Drill No. 73" (.024'') Drill No. 73" (.024'') Drill
~------------------- .050''x.085"-------------------- - -
(Siotted Horizontal)
.288"I .293" .305"/.31 0" .305"/.310"
(Above Closed Throttle) (Above Closed Throttle ) (Above Closed Throttle)
--- - - - - - - - - N o . 33 (.114") Drill---- - - - - --
--- - - - - - - - - N o . 48 (.076") D r i l l - - - - - -- - --
--- - - -- - - - - - N o . 43 (.089") D r i l l - - - - - -- - --
--- - - - - - - -- %" (''T" Scale) - - - - - - - - --
~--------------------%" (''T" Scale) - - ------------------ - -
8/64" (.140'') Gauge .130'' Gouge .130" Gauge
.130" Gouge .120" Gouge .120" Gouge
- - - - - - - - 11 / 8 , " (.200") Gouge - Minimum Clearance
1 Notch Rich 2 Notches Rich 2 Notches Rich
~-------------Inboard Hole -"A" Position (Pump lever)- - - - - --
1/6," (.110") Gouge No. 8/
3 Hole (Throttle lever)
8 4 " (.140'') Gouge
--- -- - - - - - 1 6 0 0 RPM (Second S t e p ) - - - - - - - --
-------Refer to "ENGINE IDLE SETIING PROCEDURES"-----
Idle Quality." utes at a time.
Proper idle speed and mixture ad- (b) If the idle mixture ad justment is
justments con be mode by following a not completed within 3 minutes,
standard tachometer procedure, in run engine at 2000 RPM for 1
which the idle mixture is ad justed to minute.
obtain a "leon best idle" setting. An (c) Recheck the idle mixture ad just-
optional combustion analyzer proce- ment at the specified RPM and
dure, in which the idle mixture is ad just as required. If the idle
adjusted to obtain a specified air-fuel mixture adjustment is not com-
ratio, may a lso be used. When follow- pleted within 3 minutes, repeat
ing either the standard or optional pro- Step (b).
cedure, ad justments must be mode in
the e xact detailed sequence outlined IMPORT ANT: The tachometer used
to obtain "lean best idle" settings and should hove on expanded scale of 400
to 800 or 0 to 1000 RPM. The instrument
satisfactory idle quality.
should be periodically inspected and
Set pork broke firm ly. Do not ac-
calibrated to allow not more than 2%
celerate engine.
error.
Start engine and a llow to worm up
Tachometer Procedure
to operating temperature.
(Standard) If equipped with "Air Injection," stop
To compensate for fuel and tem- engine and disconnect by-pass valve
perature variations while performing a ir inlet hose.
the idle mixture ad justment: Ad just idle speed to specified RPM.
(a ) Do not idle engine over 3 min- 6 Cylinder with manual trans-

sion - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission-
650 RPM in "DRIVE" range
NOTE: 360 CID (2V) with avtomatic
transmission - Adjust idle speed by
turning the throttle stop solenoid.
Adjust idle mixture as follows:
Starting from the full rich stop(s),
turn mixture screw(s) clockwise
(leaner) until a loss of engine
RPM is indicated, then, turn mix-
ture screw(s) counterclockwise
(richer) until the highest RPM
reading is obtained at the "leon
best idle" setting. On carburetors
incorporating two mixture screws,
turn both screws equally unless
the engine demands otherwise.
If the idle speed changed more
than 30 RPM during the mixture
ad justment, reset to the specified
RPM and repeat the adjustment.
Adjust final curb idle speed. Con-
nect by-poss valve air inlet hose,
if removed.
Combustion Analyzer Procedure
(Optional)
To compensate for fuel and temper-
ature variations while performing the
idle mixture adjustment:
(a) Do not idle engine over 3
minutes ot o time.
(b) If the idle mixture adjustment
is not completed within 3
minutes, run engine at 2000
RPM for 1 minute.
(c) Recheck the idle mixture ad-
justment at the specified RPM
and ad just as required. If the
idle mixture ad justment is not
completed within 3 minutes,
repeat Step (b).
IMPORT ANT: The combustion ono-
lyzer to be used must be periodically
inspected and calibrated to ossure ac-
curate readings.
Connect the combustion analyzer by
precisely following the instructions of
the particular monufodurer.
Start engine and allow sufficient
worm-up time for the engine and ana-
lyzer to stabilize.
FUEL - CARBURETION
Recalibrate the combustion analyzer
before proceeding to adjust the car-
buretor.
Insert probe of the analyzer ot least
18 inches into the toil pipe.
The exhaust system and the test
equipment must be free of leaks to
prevent erroneous readings.
Adjust idle speed to specified RPM.
6 Cylinder with manual trans-
sian - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission -
650 RPM in "DRIVE" range
NOTE: 360 C/D (2V) with automatic
transmission - Adjust idle speed by
turning the throttle stop solenoid.
Adjust idle mixture as follows:
Observe the air-fuel ratio read-
ing on the gasoline scale of the
analyzer. Turn mixture screw(s)
counterclockwise (richer) until a
definite increase in richness is
indicated (richer than specified
air-fuel ratio). Turn mixture
screw(s) to the full rich stop(s)
and observe the reading for a
definite increase in richness.
J'.Aost automatic combustion ana-
lyzers will not operate effectively be-
yond an air-fuel ratio of approxi-
mately 14.8: l. As the air-fuel ratio in-
creases beyond this point, the amount
of carbon dioxide in the exhaust gas
decreases while the amount of oxygen
increases. Most analyzers ore not de-
signed to measure Iorge quantities of
oxygen. Consequently, the meter will
give on erroneous indication of a
slightly rich mixture while on exces-
sively lean mixture may actually exist.
To check for this condition when
performing on idle air-fuel ratio test,
partially restrict the carburetor air
cleaner opening by covering with hand
or shop rags and observe the meter.
Allow several seconds for the meter
to react. If the meter pointer moves
toward the rich side of the scale, the
meter indication is correct. If the meter
pointer deflects toward the leon side
of the meter first and then moves
toward the rich side, it is due to an
excessively leon air-fuel mixture.
All engines except V-8 with
4-4 - 2
manual transmission - 14.0
(+.2):1
V-8 with manual transmission
(Air Injection) - 13.5:1 (by-
pass valve air inlet hose d is--
connected)
NOTE: If unable to obtain the speci-
fied air-fuel rotio ot the full rich stop(s),
the limiter cap(s) may be removed and
the idle speed ond mixture adjusted as
outlined under "Corrective Procedures
to Improve Idle Quality."
Turn mixture screw(s) clockwise
(leaner) 1 /ts turn, at a time, until
the specified air-fuel ratio is ob-
tained. Allow ten seconds for the
meter to stabilize after each
ad justment. If the idle speed
changed more than 30 RPM dur-
ing the mixture adjustment, reset
to the specified RPM and repeat
the adjustment until the specified
air-fuel ratio is obtained. If rough
idle is experienced, the mixture
screw(s} may be ad justed inde-
pendently provid ing the specified
air-fuel ratio is maintained.
Corrective Procedures to
Improve Idle Quality
Tachometer Procedure
Remove the idle limiter cop(s} by in-
stalling a sheet metal screw in the
center of the cap and turning clock-
wise. Discard the cap(s}. Adjust idle
speed to 50 RPM less than the speci-
fied RPM.
Tum mixture screw(s} counter-
clockwise (richer} until a loss of
engine RPM is indicated. Turn
mixture screw(s) clockwise (leaner}
until the highest engine RPM is
obtained, then, continue turning
clockwise until the engine RPM
starts to decrease. Turn the
mixture screws counterclockwise
(richer} until good idle quality is
obtained at the leanest possible
setting. On carburetors incorpo-
rating two mixture screws, turn
both screws equally unless the en-
gine demands otherwise. If the
idle speed changed more than
30 RPM during the mixture ad-
justment, reset to the specified
RPM and repeat the adjustment.
Adjust final curb idle speed:
6 Cylinder with manual trans-
4-4-3
sion - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission-
650 RPM in "DRIVE" range
NOTE: 360 CID (2V} with automatic
transmission - Adjust idle speed by
turning the throHie stop solenoid.
Install new (blue) service idle limiter
cop(s) over the idle mixture screw(s)
with the ear(s) positioned against the
full rich stop(s). Be careful not to dis-
turb the idle mixture setting while in.
stalling the cop(s). Press the cop(s)
firmly and squarely into place.
Combustion Analyzer Procedure
Remove the idle limiter cop(s) by in-
stalling a sheet metal screw in the
center of the cop and turning clock-
wise. Discord the cop(s). Ad just id le
speed to 50 RPM less than the speci-
fied RPM.
Adjust idle mixture as follows:
Turn mixture screw(s) counter-
clockwise (richer) until a definite
increase in richness is indicated
on the meter (richer than speci-
fied air-fuel ratio). Turn mixture
screw(s) clockwise (leaner) 1/1e
turn, at a time, until the specified
air-fuel ratio is obtained. Allow
ten seconds for the meter to sta-
bilize after each ad justment. If
the idle speed changed more than
30 RPM during the mixture ad-
justment, reset to the specified
RPM and repeat the ad justment
until the specified air-fuel ratio is
obtained. Adjust final curb idle
speed:
6 Cylinder with manual trans-
sian - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission -
650 RPM in "DRIVE" range
NOTE: 360 CID (2V} with automatic
transmission - Adjust idle speed by
turning the throHie stop solenoid.
Install new (blue) service idle limiter
cop(s) over the idle mixture screw(s)
FUEL- CARBURETION
with the eor(s) positioned against the
full rich stop(s). Be careful not to dis-
turb the id le mixture setting while in-
stalling the cop(s). Press the cop(s)
firmly and squarely into place.
EXHAUST MANIFOLD HEAT
VALVE
232-258 CID Engine
A thermostatically controlled heat
valve is provided in the exhaust mani-
fold to d irect exhaust heat to the floor
of the intake manifold for rapid fuel
vaporization during engine worm-up.
The manifo ld heat valve must oper-
ate freely. The valve is closed when the
counterweight is in the extreme coun-
terclockwise position and open in the
extreme clockwise position, when
viewed from the counterweight end
(Figs. 1 and 2).
Counterweight
61231
FIGURE 1 - Heat Valve -
Open Position
FIGURE 2 - Heat Va lve -
Closed Position
The manifold heat valve should be
checked and lubricated at least every
6,000 miles. The heat valve must op-
erate freely. lubricate the valve shaft
with Heat Valve lubricant, Port Num-
ber 8991632.
304-360 CID Engine
A thermostatically controlled heat
valve, at the outlet of the right bonk
exhaust manifold, controls the amount
of exhaust heat directed to the intake
manifold for rapid fuel vaporization
during engine worm-up.
Heat is directed to a crossover pas-
sage in the intake manifold, through
the heat riser passage in the floor of
the manifold, and then discharged into
the left bonk exhaust manifold.
The heat valve is closed when the
counterweight is in the extreme down-
word position and open when the
counterweight is in the extreme up-
word position, as viewed from the top
of the engine.
The manifold heat valve should be
checked and lubricated at least every
6,000 miles. The heat valve must op-
erate freely. lubricate the valve shaft
with Heat Valve lubricant, Port Num-
ber 8991632.
Manifold Heat
Valve Replacement
232-258 CID Engine
Separate the intake and exhaust
manifolds.
Remove the manifold heat valve
assembly by cutting the heat valve
shaft on both sides of the valve. lift
the valve from the manifold and drive
out the remaining shaft sections and
bushings.
Install new bushings using the heat
valve shaft as a guide pin and the
counterweight as a driver. Carefully
ream out the new bushings with a 15/ 16"
drill bit to remove any burrs.
Position the new valve as shown in
Figure 1 and install the shaft and
counterweight assembly. Rotate the
counterweight until the spring stop
contacts the bottom of the manifold
boss. Align the hole in the valve with
the screw threads in the shaft and in-
stall the retaining screw. DO NOT
TIGHTEN.
Place the valve in the "closed" posi-
tion and install the tension spring with
the hook end up and pointing away
from the manifold. Hook the spring
under the support p in as shown in
Figure 2.
Operate the heat valve several times
to allow the shaft to center. Hold the
shaft in this position, move the valve
as for as possible from the counter-
weight and tighten the retaining screw.
Check for freedom of movement and
proper operation.
 FUEl- CARBURETION 4-4-4

304-360 CID Engine disconnect and lower the exhaust exhaust pipe(s) should be replaced
pipe(s). Replace the manifold heat only when damaged. Connect and
To replace the manifold heat valve, valve and gaskets. The gaskets for the tighten the exhaust pipe(s).

TORQUE CHART

Torque in Foot Pounds Torque in Foot Pounds

Air Cleaner Stud (21 00 Corb.) . . . . . . . . . . . . . . . . . . . 7-10
Air Pump "-'\ounting Bolts . . . . . . . . . . . . . . . . . . . . . . . 18-22
Air Injection Tubes ............................ 35-40
Fuel Pump Bolt - Six Cyl. . . . . . . . . . . . . . . . . . . . . . . 15-17
- V-8 ......................... 30-35
Carburetor Hold-Down Nuts . . . . . . . . . . . . . . . . . . . 12-15
Exhaust Manifold Bolts - V-8 . . . . . . . . . . . . . . . . . . . 30-35
Exhaust Pipe to Manifold Nuts . . . . . . . . . . . . . . . . . . 20-25
Intake ond Exhaust Manifold Bolts and Nuts - 6 Cyl. 20-25
Intake Manifold Bolts - V-8 .................... 40-45

J-1018-4
Needle Seat Remover
and Installer

J-1137
Bending Tool

J-1017-4-Q1
Main Jet Remover
and Installer

J-10185
Need!. Sect Remover J-10175
Power Valve Socket

J-10175
Universal Carburetor
Gauge Kit

Carburetor Tools
4-4-5 FUEL - CARBURETION

TECHNICAL SERVICE LETTER REFERENCE

Date letter No. Supject Changes information on Page No.

 EMISSION CONTROL
EMISSION CONTROL SYSTEMS ..................... 1
AIR INJECTION SYSTEM .......................... . 1
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM . . . 1
FUEL TANK VAPOR EMISSION CONTROL SYSTEM .... . 1
TRANSMISSION CONTROLLED SPARK (TCS) SYSTEM ... 2
EMISSION CONTROL USAGE CHART . . . . . . . . . . . . . . . . 3
COOLANT TEMPERATURE OVERRIDE SWITCH . . . . . . . . 4
THERMAL VACUUM SWITCH (TVS) . . . . . . . . . . . . . . . . . . 4
EMISSION CONTROLLED DISTRIBUTOR
VACUUM APPLICATION CHART .................. 4
THERMOSTATICALLY CONTROLLED AIR CLEANER
(TAC) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
EMISSION CONTROL SYSTEMS
Emission Control Systems are re-
quired to meet existing Federal Stand-
ards for exhaust, crankcase and row
fuel vapor emissions.
The systems ore designed to control
the emission of hydro-carbons, carbon
monoxide and oxides of nitrogen at
the levels specified in the Federal
Standards.
Emission control system usage varies
in relation to engine, transmission and
model application. The "EMISSION
CONTROL USAGE CHART" may be
used to determine the correct system
usage for any particular vehicle.
AIR INJECTION SYSTEM
This system incorporates a belt
driven air pump to provide compressed
air (Fig. 1). The air is routed through
hoses to distribution manifolds at either
side of the engine and is then intro-
duced into each exhaust port through
Eminion
Calibrated
Carburetor
/
FIGURE 1 - Air Injection System
4-A - 1
Page Page
EMISSION CONTROL SYSTEMS INSPECTION
AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CARBURETOR CHOKE SETTINGS ................... 11
IGNITION SPECIFICATIONS CHART ................ 12
DISTRIBUTOR SPECIFICATIONS CHART .............. 12
ENGINE IDLE SETIING PROCEDURES ............... 13
AIR INJECTION SYSTEM COMPONENTS AND SERVICE . 15
DIAGNOSIS GUIDE - AIR INJECTION SYSTEM ....... 17
AIR PUMP DIAGNOSIS ........................... 17
SPECIFICATIONS ................................. 18
injection tubes. As the air is dis-
charged from the injection tubes, it
mixes with the hot unburned gases
entering the exhaust port during the
exhaust stroke. This results in further
l70013
burning of the combustion mixture and
FIGURE 2 - Positive Crankcase
reduces hydrocarbon and carbon mon-
Ventilation Flow-Valve
oxide emission to the atmosphere.
air cleaner and into the crankcase. On
POSITIVE CRANKCASE six cylinder engines, the air posses
VENTILATION (PCV) SYSTEM through o wire gauze filter located in
the hose connection between the air
This system incorporates a calibrated
cleaner and the cylinder head cover.
air flow (PCV) valve connected be-
On V-8 engines, the air posses through
tween an intake manifold vacuum
o wire mesh filter located in the oil
source and the engine. Crankcase va-
filler cop. The filler cop is connected
pors are drawn through the cylinder
by o hose to the air cleaner (Figs. 3
head cover and PCV valve into the in-
and 4).
toke manifold where they ore burned
During periods of low manifold
along with the fuel-air mixture (Fig. 2).
vacuum, such as heavy acceleration, o
The oil filler cop is closed in this
calibrated amount of air is reverse
system to prevent any crankcase vapors
flowed through the air flow (PCV)
from entering the atmosphere.
valve. Crankcase vapors ore then
During periods of relatively high
drown through the air cleaner element
manifold vacuum, such as idle or cruise
and carburetor and burned along with
speeds, outside air is drawn from the
the fuel-air mixture.
The positive crankcase ventilation
system performs two functions: (1)
prevents combustion blow-by from en-
tering the atmosphere and (2) venti-
lates the crankcase with clean air to
Connecting Hoses help prevent the formation of sludge.
FUEL TANK VAPOR EMISSION
CONTROL SYSTEM
A closed fuel tonk system is used
which routes row fuel vapor from the
fuel tonk into the PCV system where
it is burned along with the fuel-air
mixture. The system prevents row fuel
vapors from entering the atmosphere.
The fuel vapor system consists of
internal fuel tonk venting, a vacuum-
pressure fuel tank filler cop, a vapor
l7010S
separator (Wagoneer only) or expan-
sion tank, vapor storage canister (V-8
auto. trans. only), limit fill valve and
4-A-2
~
Inlet Filter
->-r
Molded
'\.. Vacuum Hose
S.Oied~ b-
~~_;;;;:~ ~
. I,..:;,:::-.,..-.._.;..-::~
--
Grommet
FIGURE 3- Positive Crankcase Ventilation and Fuel Tank Vapor System
Components- Six Cylinder Engine
FIGURE 4- Positive Crankcase Ventilation and Fuel Tank Vapor System
Components- V-8 Engine
internal carburetor venting. The under
hood components of the system ore
illustrated in Figures 3 and 4. Refer
to the "FUEL-CARBURETION" section
for illustrations and operation descrip-
tions of the fuel tank and vent systems.
Fuel vapor pressure in the fuel tank
forces the vapor through vent lines
to a vapor separator on the Wagoneer
or an expansion tank on all other
vehicles. The vapor is then routed
through a single vent line to the limit
fill valve which regulates the vapor
flow to the canister or cylinder head
cover.
NOTE: On V-8 engines with manual
transmission and all six cylinder en-
gines, the fuel tonk vent line is routed
through the limit fill valve to the cylinder
head cover (left side on V-8 engines}.
Limit Fill Valve
The valve is essentially a combine-
EMISSION CONTROL
.........-1j
~
, Plastic Fitting
'- - - --
Monifold Vacuum
Connection
Fuel Tank Vent line Connect;on
L7001~
tntn
tion vapor flow regulator and pressure
relief valve. It regulates the vapor
flow from the fuel tank vent line into
the canister or cylinder head cover.
The valve consists of a housing, a
spring loaded diaphragm and a dia-
phragm cover. The operation of the
unit is such that as tank vent pressure
increases, the diaphragm lifts permit-
ting vapor to flow through. The pres-
sure under which this occurs is 4" to
6" H20. This action regulates the flow
of vapors under severe soak and op-
eration conditions (Temp. changes),
but generally prohibits the flow of
vapor during normal temperature op-
eration, thus minimizing driveability
problems. The valve housing contains
tonk vent and purge connections.
IMPORT ANT: Make certain the purge
hose from the canister or cylinder head
cover is connected to the limit fill valve
fiHing which has a black colored end.
Fuel Vapor Storage (Charcoal)
Canister
The fuel resistant nylon body of the
canister contains activated charcoal
granules which absorb and store the
fuel tank vapors until they ore drawn
into the intake manifold through the
PCV system.
Fuel tank vapors enter the canister
through a hose connected to the fuel
tank vent line and are drawn out
(purged) through a hose connected to
the PCV valve grommet (Fig. 5).
Purge Hose Connection
line Connection
Outside Air tnl71
FIGURE 5- Charcoal Canister
Hose Connections
Outside air is drawn into the can-
ister through a replaceable filter pad
which is accessible from the bottom of
the canister body. The filter pod should
be replaced at the recommended mile-
age intervals listed in the "Mechanical
Maintenance Schedule."
TRANSMISSION CONTROLLED
SPARK (TCS) SYSTEM
The purpose of this system is to re-
duce the emission of oxides of nitro-
gen by lowering the peak combustion
pressure and temperature during the
power stroke.
The system incorporates the follow-
ing:
Ambient Temperature Override
Switch
This switch, located at the firewall,
senses ambient temperatures and com-
t
p letes the electrical circuit from the
bottery to the solenoid vacuum valve
when ambient temperatures are above
63 F. (Fig. 6).
 EMISSION CONTROL 4-A-3

EMISSION CONTROL USAGE CHART

EMISSION CONTROL
SYSTEM ENGINE TRANSMISSION MODEl APPLICATION

Air Injection 304CID Manual All

360CID Manual Wagoneer, Truck

Thermostatically 304CID All All

Controlled Air 360CID All Wagoneer, Truck
Cleaner (TAC)

232 CID Manual CJ-5/CJ-6, Commando

258 CID Manual All
Tronsm ission
258CID Automatic Commando, Wagoneer, Truck
Controlled Spark
304CID Manual All
(TCS)
304CID Automatic Commando, Wagoneer, Truck
360 CID All Wagoneer, Truck

30400 Manual All

Coolant Temperoture
30400 Automatic Commando, Wagoneer, Truck
Override Switch
360CID All Wagoneer, Truck

Thermal Vacuum Wagoneer, Truck (Except

360CID All
Switch (TVS)* 8000GVW)

Fuel Tonk Vapor All (Except 7-8000 GVW

All All
Control Trucks- 360 CID Engine)

Positive Crankcase All All All

Ventilation (PCV)

All engines are equipped with on emission ca librated distributor and carburetor.
* Standard Cooling Only
Ambient Temperature coil brocket at the right side of the
Override Switch
(Closes ot 63F) Solenoid
engine (V -8 engines) or to a bracket
Vacuum at the rear of the intake manifold (6
Valve cylinder engines). When the valve is
------ -- --..., (No Va cuum energized, carburetor ported vacuum
Advan When
Energized) is blocked and the distributor vacuum
Bottery line is vented to atmosphere through
FM<I a port in the valve, resulting in no
Wire" vacuum advance. When the valve is
de-energized, ported vacuum is ap-
71075

Solenoid
Control plied to the distributor resulting in FIGURE 7 -Solenoid VoaJum Valve
Switch normal vacuum advance (Fig. 7).
(Opens At
Approx.
2$-30 transmission), the switch opens and
MPH or
Solenoid Control Switch breaks the ground circuit to the sole-
Top Gear
This switch, located at the transmis- noid vacuum valve (Fig. 7). At speeds
sion valve body (Fig. 8), opens or under 25 MPH (automatic transmission),
FIGURE 6- TCS Electrical Circuit or lower gear ranges (manual trans-
closes in relation to cor speed and
engine load (automatic transmission) mission), the switch closes and com-
or gear range (manual transmission). pletes the ground circuit to the sole-
Solenoid Vacuum Valve
At speeds of 25-30 MPH (automatic noid vacuum valve.
This valve is attached to the ignition transmission) or high gear (manual On automatic transmissions, the
4-A-4 EMISSION CONTROL

the TCS system and coolant tempera-

ture override switch con be determined
by referring to the "Emission Controlled
Distributor Vacuum Application" chart.

THERMAL VACUUM SWITCH

Vacuum (TVS)
Hose
Distributor This switch, which is located at the
Vacuum Hose intake manifold heater coolant outlet
is used on all Wogoneers and Trucks
equipped with o 360 CID engine and
standard cooling (Fig. 10).

72210
l72130

FIGURE 8 - Solenoid Control Switch FIGURE 9- Hose Routing - TCS

switch is operated by transmission oil
pressure. On manual _transmissions, the
switch is operated by transmission oil
shifter shaft.
COOLANT TEMPERATURE
O VERRIDE SWITCH
This switch, which is threaded into
the thermostat housing, is used on all
V-8 engines. The switch incorporates
o thermal unit which reacts to coolant
temperatures to route either intake
manifold or carburetor ported vacuum
With Coolant Temperature Override
Switch
below 160 F, ports "1" and "D" ore
open and port "2" is closed. This al-
lows intake manifold vacuum to be
applied through o hose connection to
the distributor advance diaphragm, re- HoM
Connection
sulting in full vacuum advance. to
When the coolant temperature Soleno id
reaches 160 F, port "1" closes and
ports "2" and "D'' ore open. Intake
manifold vacuum is then blocked off
and carburetor ported vacuum is ap-
plied through the solenoid vacuum
Ported Vacuum Con nection
valve to the distributor advance dia- ot Right Side of Corburm r
phragm, resulting in decreased vacuum l72183

to the distributor vacuum advance dia- advance. FIGURE 10- Hose Routing- Vehicles
phragm (Fig 9). The relationship between distributor With TVS, TCS and Coolant
When the coolant temperature is vacuum advance and the operation of Temperature Override Switch

EMISSION CONTROLLED DISTRIBUTOR VACUUM APPLICATION CHART

MANUAL TRANSMISSION
(GEAR) AUTOMATIC TRANSMISSION AMBIENT (AIR) COOLANT VACUUM APPLIED
(VEHICLE SPEED) TEMPERATURE TEMPERATURE TO DISTRIBUTOR
3 SPEED 4 SPEED

1-2 1-2-3 Under 25MPH Below63 F Below 160 F Manifold

1-2 1-2-3 Under 25 MPH Below 63 F Above 160 F Ported
1-2 1-2-3 Under25MPH Above 63 F Above 160 F None
1-2 1-2-3 Under 25MPH Above 63 F Below 160 F Manifold
3 4 25-30MPH Below 63 F Below 160 F Manifold
3 4 25-30MPH Below63 F Above 160 F Ported
3 4 25-30MPH Above 63 F Above 160 F Ported
3 4 25-30 MPH Above 63 F Below 160 F Manifold

NOTE: If equipped with thermal vacuum switch (TVS), intake manifold vacuum
is applied to the distributor when engine coolant temperature reaches 225 F.

When engine coolant temperature
is below 225 F, carburetor ported voc-
wm is routed through ports "1" and
"D" of the switch and distributor vac-
uum advance is controlled by the TCS
system and the coolant temperature
override switch.
If the engine coolant temperature
reaches 225 F, port "1" closes and
port "2" opens. This allows intake
manifold vacuum to be routed through
ports "2" and "D". Port "D" is con-
nected by a hose to port "2" of the
coolant temperature override switch,
therefore, intake manifold is applied
to the distributor vacuum advance dia-
phragm resulting in full vacuum ad-
vance. The full vacuum advance causes
the engine speed to increase approxi-
mately 200 RPM.
As the engine cools down due to
increased air flow from the fan, the
coolant temperature begins to drop.
When the coolant temperature drops
below 225 F, port "2" of the TVS
switch closes and carburetor ported
vacuum is again routed through ports
"1" and "D". Engine speed decreases
due to reduced distributor vacuum ad-
vance.
NOTE: The outward appearance of
the TVS and coolant temperature over-
ride switches ore identical. However,
they con be identified by the port num-
ber stomped on the switch body.
THERMOSTATICAllY
CONTROllED AIR CLEANER
(TA C) SYSTEM
This system consists of o heat shroud
which is integral with the right side
exhaust manifold, a hot air hose and
o special air cleaner assembly equip-
ped with a thermal sensor and o vac-
uum motor and a ir valve assembly.
Refer to the "Emission Control Usage
Chart" for application by engine,
transmission and model.
The thermal sensor incorporates on
air bleed valve which regulates the
amount of vacuum applied to the vac-
uum motor, thereby, controlling the
air valve position to supply either
heated air from the exhaust manifold
or air from the engine comportment
(Fig. 11 ).
During the worm-up period when
underhood air temperatures ore low,
the air bleed valve is closed and suffi-
cient vacuum is applied to the vacuum
EMISSION CONTROL
Diaphragm Air BIH<I
Spring Valve (Open)
vacuumV
Eng ine
ftor =:..;
1
;-'
'-
Compartment
Ai\~'--------"=r-
/ b. Faulty secondary wiring
Air Cleaner Air Valve Open
Snorkel (Heat Off Polition)
Air Bleed Thermal
Doaph ragm Valve (CioJed)_ , - -
Sensor
Spri Vacuum ""-1-r
Motor ~ ii
~ --',./ '---
Diaphragm~
~ Vacuum
":'>
Air Valve Closed
(Heat On Position)
FIGURE 11 - TAC System - V-8
Engine
motor to hold the a ir valve in the
closed (heat on) position.
As the temperature of the air enter-
ing the air cleaner approaches approx-
imately 115 F, the air bleed valve
opens to decrease the amount of vac-
uum applied to the vacuum motor. The
diaphragm spring in the vacuum motor
then moves the air valve into the open
(heat off)position, allowing only under-
hood air to enter the air cleaner.
The air valve in the air cleaner
snorkel will also open, regardless of
air temperature, during heavy acceler-
ation operation to obtain maximum
a ir flow through the air cleaner.
EMISSION CONTROL SYSTEMS
INSPECTION AND SERVICE
Periodic maintenance consisting of
inspection and required services is
necessary to maintain the Emission
Control Systems operating at satisfac-
tory emission control levels.
The chart on poge 6, extracted
from the Mechanical Maintenance
Schedule, outlines the required services
at the specified mileage interva ls for
Emission Control Systems.
Emission levels may be affected ad-
versely should any of the required
services be neglected at the scheduled
mileage intervals. All items not to
specifications and below quality oper-
ating conditions, as noted at the time
of inspection, will also create on ad-
4-A-5
The rmal verse effect upon emission levels. There-
Sensor
fore, these items must be returned to
specifications.
The following is o listing of compo-
nents, adjustments or conditions which
Manifold
will effect emission levels adversely.
1. Ignition failures:
Vacuum
a. Faulty primary ignition
c. Fouled or otherwise misfiring
spark plugs
d. Maladjusted ignition timing
2. Carburetor malfunctions:
a. Curb idle speed set below
Manifold
specifications
b. Idle mixture set richer than
specifications
c. Choke sticking or seized
d. Inoperative or incorrect
PCVvolve
e. Improper carburetor in-
stalled on vehicle
f. Float level, metering jets or
other metering portions of
carburetor maladjusted or
out of specifications
g. Accelerator pump malfunc-
tion
3. Air Pump failures ("Air Injection
Systems" only):
a. Drive belt broken, slipping
or not adjusted to speci-
fied tension
b. Air pump relief valve defec-
tive (by-passing)
c. Pump internal defect
4. Exhaust valve leakage:
a. Burned valve
b. Warped valve seat
5. Improper combustion:
a. Detonation (pre-ignition)
due to poor fuel
b. Cylinder head or cylinder
head gasket leakage
c. Improper cooling system cir-
culation
d. Incorrect thermostat or lock
thereof
e. TAC system malfunction
f. TCS system malfunction
g. Defective coolant tempera-
ture override or TVS switch
Engine O il Filler Cap - V-8
The engine oil filler cop should be
washed in kerosene. Use compressed
air and carefully blow through element
in reverse direction of normal air flow.
This operation should be performed
coincident with the required engine
oil change mileage interval.
4-A-6 EMISSION CONTROL

SERVICES SCHEDULED BY ACCUMULATED MILEAGE Manifold Boss

The following are extracted from the Mechanical Maintenance Schedule shown
in Maintenance - Lubrication Section B.

E - Required (by U.S. Government) in a ll types of use and service to help

assure compliance with U.S. national emission control standards.

U.S. EMISSION CONTROL clean

SERVICES
A precision electronic diagnosis
should be purchased whenever
questionable engine performance
occurs between the scheduled com-
plete precision tune-ups.
ONE-TIME MINOR ADJUSTMENTS
- At 6,000 Miles Only
Check engine id le speed and adiust
if necessary (with engine at oper-
ating temperature).
Check dwell a nd set if required
(with scope or dwell meter).
Check ignition timing and set if re-
quired.
SCHEDULED ROUTINE SERVICES
- At 6-12-24-36-48-60-72-84,000
Miles
Engine O il Filler Cop (filter type) -
clean
Heat Valve (exhaust manifold) -
inspect and lubricate
Drive Belts - inspect/correct con-
dition and tension
Carburetor Air Cleaner Element -
clean (more often if conditions
ore dusty)
Distributor Cam lubricator - rotate
COMPLETE PRECISION TUNE-UP
- At 18-30-42-54-66-78-90,000
Miles
Engine O il Filler Cop (filter type) -
Heat Valve (exhaust manifold) - in-
spect and lubricate
Drive Belts - inspect condition and
tension, and correct if required
Carburetor Air Cleaner Element As-
sembly - replace paper car-
tridge; clean polyurethane ele-
ment, unless p lugged or dam-
aged, then replace
PCV Valve - replace
PCV Filter (6 cylinder) - clean
Coil, Condenser, Spark Plug Wires
- inspect (replace if required)
Spark Plugs - inspect, clean and
re-gap (replace if required)
Carburetor - inspect and odiust
choke; adiust idle speed and mix-
ture
Ignition Points - inspect (replace
if required); check dwell and set
if required
Distributor Com Lubricator - re-
place
Ignition Timing - check, and set if
required
Distributor Vacuum Advance -
check, and correct if required
V-8 Manual Transmission "Air ln-
iection" Hose Connections - in-
spect, and correct if required
(Wagoneers and Truck over 6,000
GVW)
V-8 Automatic Transmission Fuel
Vapor Inlet Filter at Charcoal
Canister - replace
Valve
(open positio n) 68231
FIGURE 12 - Exhaust Manifold Heat
Valve- Six Cylinder Engines -
Removed for Illustration Purposes
from the right bonk exhaust manifold
(Fig. 13). It is directed to a heat cross-
over passage in the intake manifold,
through the heat riser passage in the
floor of the intake manifold, and then
discharged into the left bonk exhaust
manifold.
A thermostatically controlled butter-
fly type exhaust manifold heat valve,
at the outlet of the right bonk exhaust
manifold, controls the amount of ex-
haust heat d irected through the intake
manifold heat passages.
The valve is closed during engine
warm-up when the counter weight is
in the complete "Down" position. Move
the counter weight to determine if
the valve is operating freely throughout
its entire range.
Lubricate the valve shaft with special
lubricant, Port Number 8991632, to
ensure free operation of the valve.

Exhaust Manifold Heat Valve ber 8991632, to ensure free operation.

Six Cylinder Engine
A thermostatically controlled exhaust
manifold heat valve is provided in the
exhaust manifold to d irect heat from
the exhaust manifold to the floor. of
the intake manifold for better fuel
vaporization during engine worm-up.
The exhaust manifold heat valve
must operate freely. Lubricate the valve
shaft with special lubricant, Port Num-
The valve is closed (to exhaust p ipe)
during engine warm-up in the extreme
counterclockwise position and open (to
exhaust pipe) in the extreme clockwise
position, when viewed from the coun-
terweight end (Fig. 12).
The valve and components may be
replaced with a service kit.
68201
V-8 Engine
FIGURE 13- Exhaust Manifold Heat
Exhaust heat, for better fuel vapori- Valve- V-8 - Removed for
zation during worm-up, is supplied Illustration purposes

Carburetor Air Cleaner Element
Clean the air cleaner element as-
sembly every 6,000 miles. If the vehicle
is operated under dusty conditions
check the condition of the air cleaner
element assembly more frequently and
service if dirty.
The air cleaner element assembly
consists of a paper cartridge and a
polyurethane element (Fig. 14).
Paper Cartridge
Polyurethane Element
72095
FIGURE 14 - Air Cleaner Element
To dean the polyurethane element,
first carefully remove it from the paper
cartridge. Then wash it in solvent.
Wrap the polyurethane element in a
clean dry cloth and squeeze to remove
all possible solvent. Do not wring the
element or it may become torn.
To clean the paper cartridge, first
shake out accumulated dirt - DO NOT
WASH! Use compressed air and care-
fully blow through the element in the
reverse direction of normal air flow.
After cleaning, oil the polyurethane
element liberally with engine oil (SAE
I OW30) and squeeze to evenly distrib-
ute the oil through the element and to
remove excess oil. The element should
be damp with oil, not dripping. In-
stall the polyurethane element on the
paper cartridge, taking care to have
edges of the polyurethane element
over the plastic end plates of the
paper cartridge.
Replace the air cleaner paper car-
tridge initially at I 8,000 miles and
every I 2,000 miles thereafter, or more
frequently if there is any apparent
damage or evidence of plugging. At
the same time, inspect the polyurethane
element and replace it if torn or other-
wise damaged.
Replacement part numbers of the
polyurethane element and paper car-
EMISSION CONTROL
tridge are imprinted on a decal affixed
to the air cleaner.
Drive Belts
(Condition and Tension)
Inspect all drive belts for frayed,
oily, cracked, or deteriorated condi-
tion and replace if required.
It is important that the proper ten-
sion of all drive belts be maintained
to ensure efficient operation of the units
and accessories being driven. Too much
tension will cause excessive wear of
bearings in units being driven and/or
loss of efficiency if belt tension is too
low.
Proper adjustment can be deter-
mined by using a belt strand tension
gauge.
Inspect belt tensions at time of new
vehicle pre-delivery inspection and at
subsequent mileage intervals.
Belt Tension Gauge W-283 will ac-
curately check belt tension adjustments
(Fig. 15). Install the gauge on the
longest accessible belt span; tension
should be as listed on the Specifications
page.
FIGURE 15 - Checking Belt Strand
Tension with Gauge W-283
4-A-7
When a new belt is installed, it must
be adjusted to compensate for the ini-
tial run-in loss that occurs within the
first several minutes of operation.
The loss in belt tension which can
be observed after the initial run-in is
the result of wear-in which allows the
belt to ride deeper in the V-groove of
the pulleys.
If a belt is run with less than the
specified tension, slippage con occur
and cause the belt contact surfaces to
become glazed. A glozed belt has lost
some of its load carrying capabilities
and may slip even when adjusted to
specified belt tension. Therefore, it is
important that the specified belt ten-
sion be maintained to prevent belt
slippage.
NOTE: New belt tension specifica-
tions apply only to service replacement
belts. Once, a belt has been tensioned
and run for several minutes it is con-
sidered a used belt and should be ad-
justed to used belt specifications.
Six Cylinder Engine
Positive Crankcase Venti1ation
(PCV) Wire-Gauze Filter
The air filter in the connecting hose
on six-cylinder engines must be cleaned
in kerosene at the recommended serv-
ice interval.
NOTE: The air inlet filter must be
removed from inside the carburetor air
silencer cover prior to removing the
hose from the cover. The molded end
of the air inlet hose will be damaged
if the hose is pried out with the filter
in place (Fig. 16}.
66245
FIGURE 16- Removing Air Inlet Filter
- Six Cylinder Engi ne
4-A-8
Positive Crankcase Ventilation
(PCV) Valve
The system will work efficiently when
the correct PCV valve is installed and
the system maintained in serviceable
condition.
The valve must be replaced at
periodic intervals and the system hoses
inspected and cleaned.
Cleaning may be required between
valve replacement intervals under ad-
verse operating conditions.
PCV Valve Test
PCV Valve Tester J-23111, as shown
in Figure 18, will test the valve and
system for correct flow rate (CFM).
The valve may be tested for mini-
mum and maximum flow rate using the
the chart (Fig. 17).
ENGINE
MANIFOLD
VACUUM Air Flow (CFM)
ln. HG. 232-258-304-360
20 1.35-1.65
18 1.35-1.65
16 1.35-1.65
14 1.35-1.65
12 1.35-2.2
10 1.8-2.9
8 2.4-3.3
6 2.8-3.85
4 3.2-4.2
l7010.
FIGURE 17- PCV Valve Flow Chart
To test, remove the PCV valve from
the grommet in the intake manifold
(V8) or cylinder head cover (Six Cyl.),
connect the valve to the tester hose.
Connect a vacuum gauge to read
intake manifold vacuum.
NOTE: The PCV valve must be in a
horizontal position and be lightly topped
during tests.
Start the engine, allow to idle, com-
pare vacuum and tester readings to
flow chart, record reading.
A valve that flows above or below
the chart specification in either test,
must be cleaned or replaced.
Replacement should be made with
the correct PCV valve.
TAC Operational Test
Remove the air cleaner assembly
EMISSION CONTROL
FIGURE 18- Testing PCV Valve and System
from the engine and allow it to cool thermal sensor is defective and must
for at least fifteen (15) minutes at be replaced.
roam temperature. After coaling, sight If the air valve does not close, the
through the air cleaner snorkel to ob- vacuum motor is defective and must
serve the position of the air valve, it be replaced.
should be fully open to outside air.
lnstcill the air cleaner assembly to
the engine and connect the hot air
Spark Plugs
The spark plugs should be removed
tube and the manifold vacuum hose.
from the engine and examined for
Start the engine and observe the posi-
burned electrodes and dirty, fouled,
tion of the air valve, it should be fully
crocked, or broken porcelains. Plugs
closed to outside air.
should be replaced at the mileage
Move the throttle lever rapidly to
intervals recommended in the "Me-
approximately !.4 to ~ opening and
chanical Maintenance Schedule". Plugs
then release. The air valve should open
with low mileage may be cleaned.
and then close again.
After cleaning, the center electrode
Allow the engine to worm up to
should be filed flat with a paint file.
operating temperature and then ob-
The gaps must be set to .033"-.037"
serve the position of the a ir valve, it
(Fig. 19).
should be fully open to outside a ir.
Always use a torque wrench when
If the air valve does not close at
insta lling spark plugs. Distortion from
room temperature with vacuum ap-
over-tightening will change the gop
plied, check for a mechanical bind
clearance of the plug. Torque to 25-30
in the snorkel, vacuum motor linkage
Foot Pounds.
disconnected or vacuum leaks in hoses
or connections at the vacuum motor,
Condition
thermal sensor and intake manifold.
If the air valve mechanism is operat- Refer to Figure 20.
ing freely and no vacuum leaks ore Gap bridging - (A) - May be
detected, proceed as follows: traced to flying deposits in the com-
Connect a hose from on intake bustion chamber. In a few cases, fluffy
manifo ld vacuum source directly to the deposits may accumulate on the plugs
vacuum motor. during in town driving; when the en-
If the a ir valve now closes, the gine is suddenly put under heavy load,
 EMISSION CONTROL
this material con melt and bridge the
gop.
Scavenger Deposits - (B) - Fuel
scavenger deposits shown may be
white or yellow in color. They may ap-
pear to be harmful but this is a
normal appearance with certain brand
fuels. Such materials ore designed to
change the chemical nature of deposits
to lessen misfire tendencies. Notice that
accumulation on the ground electrode
and shell areas may be unusually
heavy, but the material is easily
removed. Such plugs con be consid-
ered normal in condition, and con be
cleaned with standard procedures.
Chipped Insulator - (C) - usually
results fror.1 bending the center elec-
trode during regopping of the plug.
Under certain conditions, severe det-
6611 4 onation con also split insulator firing
ends.
FIGURE 19 - Check Gap with Gauge Preignition Damage - (D) - caused
70736
FIGURE 20 - Spark Plug Conditions
4-A - 9
by excessive temperatures, produces
melting of the center electrode and,
somewhat later, the ground electrode.
Insulators will appear relatively clean
of deposits. Check for correct plug
heat range, over-advanced ignition
timing and similar reasons for over-
heating.
Cold Fouling (or Carbon Fouled) -
(E) - Dry, block appearance of one
or two plugs in a set. Check for sticking
valves or bod ignition leads. Fouling
of the entire set may be caused by
o clogged air cleaner, a sticking ex-
haust manifold heat valve, or a faulty
choke.
Overheating - (F) - indicated by o
dead white or gray insulator which
appears "blistered." Electrode gop
wear rote will be considerably in ex-
cess of .001"/1000 miles. This may
suggest that a cooler heat range
should be used . . . however, over-
advanced ignition timing, detonation
and cooling system stoppages con also
cause overheating.
Coil And Spark Plug Wires
To remove wires frotn spark plugs,
twist the boot slightly to break the seal
and grasping the rubber protector
boot, lift straight up with a steady
even pull. Do not pull on the wire
itself as this will damage the wire.
Do not use a probe on secondary
wires, puncturing them may cause o
separation in the conductor. To remove
ignition wires from the distributor cop
or coil tower, loosen the boot first, then
grasp the upper port of the boot and
the wire and gently pull straight up.
Wire Test
Test the wires with on Ohmmeter.
Resistance Values:
0"-15" . . . . . . . . 3,000-1 0,000 Ohms
15"-25" . . . . . . . 4,000-15,000 Ohms
25"-35" . . . . . . . 6,000-20,000 Ohms
Over 35" . . . . . . 8,000-25,000 Ohms
When connecting the wire to the
spark plug, be certain a good connec-
tion is mode and the protector boot
fits tightly on the spark plug. A par-
tially seated wire creates on addi-
tional gop in the circuit and the re-
sulting spark jump will cause terminal
corrosion and wire damage.
Coil Test
When on ignition coil is suspected
4-A-10
of being defective, it should be
checked on the vehicle. A coil may
break down after it has reached oper-
ating temperature. It is important that
the coil be at operating temperature
when tests ore mode. Perform the tests
following the instructions of the test
equipment manufacturer.
Contact Points
The distributor points should be
visually inspected and if the contacts
ore badly burned or pitted, they
should be replaced.
Contact points should be replaced
or dressed with o clean, fine-cut con-
tact file. The file should not be used
on other metals and should not be al-
lowed to become greasy or dirty. Nev-
er use emery cloth to clean contact
points. Contact surfaces, after consid-
erable use, may not appear bright
and smooth, but this is not necessarily
on indication that they ore not func-
tioning satisfactorily.
Oxid:zed contact points may be
caused by high resistance or loose con-
nections in the condenser circuit, oil or
foreign materials on the contact sur-
faces, or most commonly, high break-
ing current. Check for these conditions
when burned contacts ore encountered.
Contact Set Replacement
The contact point set is replaced as
a complete assembly. The service re-
placement contact set has the breaker
lever spring and point alignment pre-
adjusted at the factory. Normally, only
the dwell angle (point opening) re-
quires adjustment after replacement.
However, in some cases the points
may require alignment. Use o point
aligning tool to align the point con-
tact surfaces. Rough contacts which
ore "greyish" in color hove o greater
area of contact than new contacts; and
will provide satisfactory service until
most of the tungsten is worn off. Pitted
or transferred contacts is a normal
condition and the contacts need not
be replaced unless the transfer has ex-
ceeded .020" (Fig. 21).
Six Cylinder Engines
The condenser and primary leads
ore retained by breaker point spring
tension. Relieve the tension to remove
leads.
Remove the contact bose retaining
EMISSION CONTROL
~
+ ~=t
Replou Contoct Set
When Transfer Has
Exceeded .020"
70733
FIGURE 21 -Contact Point Material
Transfer
screw to remove the contact set as- FIGURE 23 - Correct Routing and
sembly. Attachment of Primary Ignition and
Condenser leads
V-8 Engines
CAUTION: Place transmission in
Remove the condenser lead and
"Neutral" or "Park" position. Apply
primary lead from the nylon insulated
broke firmly.
connection (Fig. 22).
Turn ignition "ON'' and crank en-
gine with remote control starter switch
Primary and
Candensor
while observing the dwell meter read-
leads ing. Adjust dwell angle by inserting
o screwdriver blade in the adjusting
slot of the breaker plate and moving
the p late until the specified setting is
indicated on the dwell meter. Tighten
retaining screw and recheck dwell an-
g le. Install distributor rotor and cap,
verify dwell angle with the engine
running.
V-8 Engines
70734 With the engine running at idle, the
dwell angle is adjusted by raising the
FIGURE 22 - Removing Distributor
window provided in the cap and in-
Contact Set
serting o "Hex" type wrench into the
head of the adjusting screw as shown
in Figure 24.
Loosen the two attaching screws
which hold the bose of the contact set
assembly in place.
CAUTION: Make sure pilot hole in
the contact bose is positioned over the
locating dowel on the breaker plate.
Observe the location of condenser lead,
primary lead, and the plate ground
lead (Fig. 23}. Leads must be properly
located to eliminate lead interference
between cap, weight bose, and breaker
advance plate.
Dwell Angle Adjustment
Six Cylinder Engines
Remove distributor cop and rotor,
loosen contact assembly retaining 70320
screw slightly. Connect o dwell meter
positive lead to ignition coil negative FIGURE 24- Adjusting Point Spacing
terminal and negative lead to ground. (Dwell) - V -8

Additional Ignition
System Checks
At the time of performing the fore-
going outlined inspection or replace-
ment, the following checks ore also
recommended to further assure satis-
factory ignition system performance.
The correct distributor to engine ap-
plication is important to maintain emis-
sion control. Refer to the "Ignition
Specifications" chart for the correct
distributor usage.
Inspect and test all primary wires,
tighten connections, replace damaged
or faulty wires.
A visual inspection of the distributor
cop should be mode for crocks, carbon
runners and corroded high tension
terminals. Replace cop if necessary.
The rotor should be inspected for
crocks, evidence of burning on the top
of the metal strip, or mechanical in-
terference with the cop. If any of these
conditions ore found, the rotor should
be replaced. Some burning on the end
of the metal strip is normal and should
never be filed.
Make o complete check of the con-
denser; correct capacity, minimum se-
ries resistance and minimum insulation
leakage.
Check the distributor centrifugal and
vacuum advance for proper operation.
The distributor contact set dwell and
variation may be checked on o distrib-
utor tester if the distributor has been
removed for contact set replacement.
A Tach-Dwell Meter may be used if
the service is performed with distributor
remaining installed on the engine. Fol-
low the instruction of the test equip-
ment manufacturer.
Refer to the "Electrical" section for
detailed information on complete
testing of the ignition system.
Distributor Cam Lubricator
All distributors are equipped with
com lubricators which should be ro-
tated or replaced at the recommended
mileage intervals.
Remove distributor cop and rotate
the distributer cam lubricator !h turn.
Never oil the lubricator, replace at
recommended mileage intervals.
Ignition Timing
A graduated degree scale located
on the timing chain cover is used for
EMISSION CONTROL
timing the ignition system. A milled
notch on the vibration damper is used
to reference the number 1 firing posi-
tion of the crankshaft with the timing
marks on the scale as shown in Fig-
ures 25 and 26.
70019
FIGURE 25 - Six Cylinder Engine
Timing Mark Location
71082
FIGURE 26- V-8 Engine Timing
Mark Location
To correctly check or set ignition
timing, first disconnect the distributor
vacuum hose.
Connect on ignition timing light and
o properly calibrated tachometer.
NOTE: If a timing light incorporating
on advance control feature is used, the
control must be in the "OFF" position.
Start engine. Adjust the idle speed
to 500 RPM. Adjust initial ignition tim-
ing to the specified setting by loosen-
ing the distributor hold-down clamp
and rotating the distributor.
Refer to "Ignition Specifications (On
Vehicle)" chart.
NOTE: Verify ignition timing after
tightening distributor hold-down clomp.
4-A-11
Distributor Advance Test
Procedure
Checked With Adjustable Advance
Control Timing Light
Connect distributor vacuum advance
hose. Disconnect the TCS solenoid vac-
uum valve wires. Increase engine speed
to 2000 RPM. Turn the advance control
of the ignition timing light until the
ignition timing has returned to the
initial setting. The degree reading in-
dicated on the advance meter should
be as specified on the "Ignition Specifi-
cations (On Vehicle)" chart (Page 18).
If the total advance at 2000 RPM
is less than specified, disconnect the
vacuum advance hose and check for
maximum centrifugal degrees advance
at the engine RPM specified. If the
centrifugal advance degrees ore as
specified, the vacuum unit must be re-
placed.
Connect the TCS solenoid vacuum
valve wires.
INSPECT AND ADJUST
CARBURETOR CHOKE SETIING
Refer to "FUEL - CARBURETION,"
Section 4, for detailed adjustment pro-
cedures.
MODEL YF (lV) CARBURETOR
Engine
Code Application
6287$ 258 CID Mon. Trans. -Wag-
oneer, Truck
6288S 232-258 CID All Trans.- CJ-5/
CJ-6, Commando
258 CID Auto. Trans.- Wag-
oneer, Truck
Initial Choke Valve Clearance Ad just-
ment
All - 15/,." (.230") Gouge
Choke Ad justment
All -Index
MODEL 2100 (2V) CARBURETOR
Engine
Application
Code
20M2 304-360 CID Mon. Trans.
2DA2 304 CID Auto. Trans.
2RA2 360 OD Auto. Trans.
4-A - 12 EMISSION CONTROL

MO DEL 2100 {2V) CARBURETOR All carburetor external adjustments of the engine coolant is necessary for
CONTINUED must be checked and adjusted to speci- efficient engine operation.
fications. Incorrect settings will effect The condition of the following should
emission levels. be inspected:
Initial Choke Valve Clearance Adjust- Proper carburetor idle speed and Coolant level
ment mixture adjustments ore required to leaks
maintain specific emission levels at idle Belt Tension
20M2 e/64" (.140") Gauge speeds. Thermostat Operation
2DA2-2RA2 (.130") Gauge Pressure Cop
Engine Radiator Condition
Choke Adjustment
It is important that the mechanical
ENGINE IDLE SETIING
condition of the engine be established
304-360 Man. Trans. 1 Notch Rich
at the time of performing the required
PROCEDURES
304 Auto. Trans. 2 Notches Rich
services on Emission Control Systems. The engine and all related systems
360 Auto. Trons. 2 Notches Rich
must be in proper operating condition
Fast Idle
Screw
prior to performing carburetor idle
speed and mixture adjustments. The
Code Choke idle speed and mixture adjustments
must be made with the engine at op-
erating temperature and air clea ner
in p lace.
Plastic idle limiter cops are installed
over the idle mixture screw(s) on all
carburetors. The limiters are designed
to regulate the adjustment range of the
idle mixture screw(s), thereby, effec-
tively controlling the exhaust emission
level at idle speeds to comply with
Federal Standards for emission control.
Fast Idle The limiter cops are never to be
Speed
damaged in any way to gain an ad-
Adjusting
Screw justment beyond the normal range of
the limiter. In isolated cases, when idle
72166
quality is unsatisfactory after perform-
ing a normal adjustment, refer to
"Corrective Procedures to Improve Idle
Quality."
Proper idle speed and mixture ad-
justments can be made by following a
standard tachometer procedure, in
Idle Mixture which the idle mixture is adjusted to
Screw 70190
obtain a "lean best idle" setting. An
optional combustion analyzer proce-
FIG URE 28- Model 2100 dure, in which the idle mixture is ad-
Carburetor Adjustments justed to obtain a specified air-fuel
\
Idle Mixture Screw 72208 Sticking piston rings, condition of
ratio, may also be used. When follow-
ing either the standard or optional
Screw and limiter Cap procedure, adjustments must be made
intake and exhaust valves and combus-
FIGURE 27 - Model YF Carburetor tion chamber deposits will have ad- in the exact detailed seCJence outlined
Adjustments verse effects on the performance of the to obtain "lean best idle" settings and
emission control system. Chemical type satisfactory idle quality.
tune-up material is available which Set park broke firmly. Do not ac-
Adjust Carburetor Idle Speed will effectively alleviate the outlined celerate engine.
a nd Mixture conditions, except on occasions where
overhaul is required. Tachometer Procedure
Carburetors with specific flow char- Check for intake and exhaust mani- (Standard)
acteristics ore used for emission con- fold leaks and correct where required.
trol. Each carburetor is identified by To compensate for fuel and temper-
a code. The correct carburetor must ature variations while performing the
Cooling System idle mixture adjustment:
be used for a particular engine and
transmission application. Proper circulation and temperature (a) Do not idle engine over 3

minutes at a time.
(b) If the idle mixture adjustment
is not completed within 3
minutes, run engine at 2000
RPM for 1 minute.
(c) Recheck the idle mixture ad-
justment at the specified RPM
and adjust as required. If the
idle mixture adjustment is not
completed within 3 minutes,
repeat Step (b).
IMPORT ANT: The tachometer used
should hove on expanded scale of 400
to 800 or 0 to 1000 RPM. The instrument
should be periodically inspected and
calibrated to allow not more than 2%
error.
Start engine and allow to worm up
to operating temperature. If equipped
with "Air Injection", stop engine and
disconnect by-pass valve air inlet hose.
Adjust idle speed to specified RPM.
6 Cylinder with manual transmis-
sion - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission -
650 RPM in "DRIVE" range
NOTE: 360 CID (2V) with automatic
transmission - Adjust idle speed by
turning the throttle stop solenoid.
Adjust idle mixture as follows:
Starting from the full rich stop(s),
turn mixture screw(s) clockwise
(leaner) until a loss of engine RPM
is indicated, then, turn mixture
screw(s) counterclockwise (richer)
until the highest RPM reading is
obtained at the "lean best idle"
setting. On carburetors incorpo-
rating two mixture screws, turn
both screws equally unless the
engine demands otherwise. If the
idle speed changed more than 30
RPM during the mixture adjust-
ment, reset to the specified RPM
and repeat the adjustment. Adjust
final curb idle speed.
Connect by-pass valve air inlet hose.
NOTE: If unable to obtain satisfactory
idle quality when adjusting according to
the foregoing procedures, the idle limiter
cop(s) may be removed and the idle
speed and mixture adjusted as outlined
under "Corrective Procedures to Improve
Idle Quality."
EMISSION CONTROL
Combustion Analyzer Procedure
(Optional)
To compensate for fuel and temper-
ature variations while performing the
idle mixture adjustment:
(a) Do not idle engine over 3
minutes at a time.
(b) If the idle mixture adjustment
is not completed within 3
minutes, run engine at 2000
RPM for 1 minute.
(c) Recheck the idle mixture ad-
justment at the specified RPM
and adjust os required. If the
idle mixture adjustment is not
completed within 3 minutes,
repeat Step (b).
IMPORTANT: The combustion ana-
lyzer to be used must be periodically
inspected and calibrated to assure accu-
rate readings.
Connect the combustion analyzer by
precisely following the instructions of
the particular manufacturer.
Start engine and allow sufficient
warm-up time for the engine and ana-
lyzer to stabilize.
Recolibrate the combustion analyzer
before proceeding to adjust the car-
buretor.
Insert probe of the analyzer at least
18 inches into the toil pipe.
The exhaust system and the test
equipment must be free of leaks to
prevent erroneous readings..
Adjust idle speed to specified RPM.
6 Cylinder with manual transmis-
sion - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission -
650 RPM in "DRIVE" range
NOTE: 360 CID (2V) with automatic
transmission - Adjust idle speed by
turning the throttle stop solenoid.
Adjust idle mixture as follows:
Observe the air-fuel ratio read-
ing on the gasoline scale of the
analyzer. Turn mixture screw(s)
counterclockwise (richer) until a
definite increase in richness is in-
dicated (richer than specified air-
fuel ratio). Turn mixture screw(s)
to the full rich stop(s) and observe
the reading for a definite increase
in richness.
..
4-A-13
Most combustion analyzers will not
operate effectively beyond an air-fuel
ratio of approximately 14.8:1. As the
air-fuel ratio increases beyond this
point, the amount of carbOn dioxide in
the exhaust gas decreases while the
amount of oxygen increases. Most ana-
lyzers ore not designed to measure
large quantities of oxygen. Conse-
quently, the meter will give an errone-
ous indication of a slightly rich mixture
while an excessively lean mixture may
actually exist.
To check for an erroneous reading
when performing an idle air-fuel ratio
~
test, partically restrict the carburetor
air cleaner opening by covering with
hand or shop rags and observe the
meter.
Allow several seconds for the meter
to react. If the meter pointer moves
toward the rich side of the scale, the
meter indication is correct. If the meter
I
pointer deflects toward the lean side
of the meter first and then moves
toward the rich side, it is due to an
excessively lean air-fuel mixture.
All engines except V-8 with man-
ual transmission - 14.0 (-+-.2): 1
V-8 with manual transmission (Air
Injection) - 13.5:1 (by-pass
valve air inlet hose discon-
nected)
NOTE: If unable to obtain the speci-
fied air-fuel ratio at the full rich stop{s),
the limiter cop{s) may be removed ond
the idle speed ond mixture adjusted os
outlined under "Corrective Procedures to
Improve Idle Quality."
Turn mixture screw(s) clockwise
(leaner) 1 / 1e turn, at a time, until
the specified air-fuel ratio is ob-
tained. Allow ten seconds for the
meter to stablize after each ad-
justment. If the idle speed changed
more than 30 RPM during the
mixture adjustment, reset to the
specified RPM and repeat the ad-
justment until the specified air-
fuel ratio is obtained. If rough
idle is experienced, the mixture
screw(s) may be adjusted inde-
pendently providing the specified
air-fuel ratio is maintained.
Corrective Procedures to
Improve Idle Quality
Tachometer Procedure
Remove the idle limiter cap(s) by in-
4-A-14
stalling a sheet metal screw in the
center of the cop and turning clock-
wise. Discard the cop(s). Adjust idle
speed to 50 RPM less than the specified
RPM.
Adjust idle mixture as follows:
Turn the mixture screw(s) counter-
clockwise (richer) until o loss of
engine RPM is indicated. Turn the
mixture screw(s) clockwise (leaner)
until the highest engine RPM is
obtained, then, continue turning
clockwise until the engine RPM
starts to decrease. Turn the mix-
ture screw(s) counterclockwise
(richer) until good idle quality is
obtained at the leanest possible
setting. On carburetors incorpo-
rating two mixture screws, turn
both screws equally unless the en-
gine demands otherwise. If the
idle speed changed more than
30 RPM during the mixture ad-
justment, reset to the specified
RPM and repeat the adjustment.
Adjust final curb idle speed:
6 Cylinder with manual transmis-
sion - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in "DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission -
650 RPM in "DRIVE" range
NOTE: 360 C/D (2V) with automatic
transmission - Adjust idle speed by
turning the throttle stop solenoid.
Install new (blue) service idle limiter
cap(s) over the idle mixture screw(s)
with the ear(s) positioned against the
full rich stop(s). Be careful not to dis-
turb the idle mixture setting while in-
stalling the cop(s). Press the cop(s)
firmly ond squarely into place.
Combustion Analyzer Procedure
Remove the idle limiter cap(s) by in-
stalling a sheet metal screw in the
center of the cop and turning clock-
wise. Discord the cop(s). Adjust idle
speed to 50 RPM less than the specified
RPM.
Adjust idle mixture as follows:
Turn mixture screw(s) counter-
clockwise (richer) until a definite
increase in richness is indicated
on the meter (richer than speci-
fied air-fuel ratio). Turn mixture
screw(s) clockwise (leaner) 1/ 16
EMISSION CONTROL
turn, at a time, until the specified
air-fuel ratio is obtained. Allow
ten seconds for the meter to sta-
bilize after each adjustment. If
the idle speed changed more than
30 RPM during the mixture ad-
justment, reset to the specified
RPM and repeat the adjustment
until the specified a ir-fuel ratio is
obtained. Adjust final curb idle
speed:
6 Cylinder with manual transmis-
sion - 650-700 RPM
6 Cylinder with automatic trans-
mission - 600 RPM in ''DRIVE"
range
V-8 with manual transmission -
700-750 RPM
V-8 with automatic transmission-
650 RPM in ''DRIVE" range
NOTE: 360 C/D (2V) with automatic
transmission - Adjust idle speed by
turning the throttle stop solenoid.
Install new (blue) service idle limiter
cop(s) over the idle mixture screw(s)
with the eor(s) positioned against the
full rich stop(s). Be careful not to dis-
turb the idle mixture setting while in-
stalling the cop(s). Press the cop(s)
firmly and squarely into place.
"AIR INJECTION" SYSTEM
COMPONENTS AND SERVICE
Air Pump
The major components of the a ir
pump ore enclosed in a die cost alumi-
num housing. A filter fan assembly,
rotor shaft, drive hub, relief valve,
and exhaust tube ore visible on the
pump exterior (Fig. 29).
Drive
Hub
FIGURE 29- Air Pump
The pump has been designed to be
relatively service free. The only service
items ore: filter ron assembly, exhaust
tube, and relief valve. It is not recom-
mended that the rear housing cover be
removed for any reason, since the in-
ternal components of the pump ore not
serviceable.
The aluminum housing has cavities
for air intake, compression, and ex-
haust and a bore for mounting the
front bearing. The housing also in-
dudes cast metering areas that reduce
the noise of intake and compression.
Mounting bosses are located on the
housing exterior.
The relief valve assembly is pressed
into the hole provided in the housing.
The valve relieves the air flow when
the pump pressure reaches a pre-deter-
mined value. The front bearing sup-
ports the rotor shaft; the bearing is
secured in position by plastic injected
around grooves in the housing and
bearing outer race.
The cost iron rear cover supports the
vane pivot pin, rear bearing inner race,
and exhaust tube. Dowel pins pressed
into the housing, correctly position the
end cover, and the cover is fastened
by four bolts.
The rotor positions and drives the
two vanes. A stamped steel liner sup-
ports the carbon shoes and shoe
springs.
The two p lastic vanes ore molded
to hubs which support bearings that
rotate on the pivot pin.
The pulley drive hub is pressed on
the rotor shaft, and bolt holes in the
hub provide for attachment of a pulley.
Pump Removal
Disconnect hoses at the pump.
Loosen pulley hub bolts.
loosen brocket to pump mounting
bolts.
Remove pump belt and the pulley
from hub.
Remove bracket to pump mounting
bolts.
Remove pump.
The following is a list of service pre-
cautions to prevent damage to the a ir
pump.
DO NOT:
Attempt to prevent pulley from
rotating by inserting tools into the
centrifugal filter fan.
Operate engine with pump belt
removed or disconnected.
Attempt to lubricate.
 EMISSION CONTROL 4-A -15

Replace pump if it squeaks when in the new relief valve, remove the plug
turned by hand. before installing the relief valve.
Clean centrifugal filter.
Insert the relief valve into housing
Replace filter by driving or ham-
mounting hole. Place a block of wood
mering in position.
over the valve, tap with a hammer until
Remove drive hub when replacing
the valve shoulders lightly on the hous-
filter.
ing (Refer to Figure 31 ). Core must be
Disassemble pump or remove rear
taken to prevent d istorting housing.
cover.
After the valve has been installed, the
Exceed 22 Foot Pounds torque on
pressure plug must be installed into
mounting bolts.
the valve by pressing against its center.
Hammer or exceed 40 Pounds
thrust when installing pressure
setting plug - Push Firmly in Cen- FIGURE 33 - Installing Centrifugal

ter of Plug.
Use a pry bar to adjust belt ten-
sion.
Clomp pump in vise.
Pump Installation
Position pump assembly on mount-
ing brocket and install bolts; do not
tighten.
Place pulley on hub using rotor shaft
to center.
Install pump belt over pulley.
Locate and tighten pulley to hub
screw.
Move pump until belt is tight; then
tighten mounting bolts and adjusting
cop screw to 18-22 Foot Pounds torque.
Connect hose and clomp.
Do not, under any conditions, pry on
the housing.
Removal of Relief Valve
The relief valve may be removed by
using a steel bridge similar to the one
shown in Figure 30 and a gear puller.
(DO NOT HOLD PUMP BY CLAMPING
IN VISE.)
FIGURE 30 - Removing Relief Valve
Installation
NOTE: If the pressure plug is installed
707U.
FIGURE 31 - Installing Relief Va lve
Centrifugal Filter Fan
A damaged filter fan may be re-
moved by first prying the outer d isc
loose and then pulling off the remain-
ing portion as illustrated in Figure 32.
Core should be taken to prevent frag-
ments from entering the a ir intake
hole. It is seldom possible to remove
the fan without destroying it. Do not
attempt to remove the metal drive hub.
FIGURE 32 - Removing Centrifuga l
Filter
Install the new filter fan by drawing
it into position using the pulley and
bolts as tools. Draw the fan down
evenly by alternately torquing the
bolts, making certain that the outer
edge of the fan slips into the housing
(Refer to Figure 33). A slight amount
of interference with the housing bore is
normal. Do not attempt to install a
fan by hammering or pressing it on.
After a new fan is installed, it may
Filter
squeal upon initial operation until its
outside d iameter lip has worn in. This
may require 20 to 30 miles of opera-
tion.
Removal of Exhaust Tube
The exhaust tube may be removed
by grasping it in a vise or a suitable
poir of pliers and pulling it out, using
a twisting motion (Fig. 34). Do not
clamp the pump body in a vise.
FIGURE 34- Removing Exhaust Tube
Installation
Insert the new exhaust tube into the
hole and tap into place using a block
of wood to protect the end of the tube.
Tap until approximately Ys" of tube
extends above the cover. Support the
pump as shown in Figure 35. Do not
clomp when topping the tube into
place.
"Air Injection" Hose
Connections
Determine if all hoses ore properly
connected and in good condition.
Check the entire system for leaks in
the hoses and around clamps. As the
pump operates at engine idle speed,
breaks in hoses con be located by
4-A - 16
FIGURE 35 - Installing Exhaust Tube
feeling for air blowing through any
holes. The entire length of the hose
system should be inspected.
NOTE: Air moy be felt of the rear end
housing of the air pump. This is normal
as this is port of the air regulation of
the pump.
By-Pass Valve
The by-pass valve is normally in the
closed position and allows pump air
discharge to flow freely through the
valve fittings into each respective dis-
tribution manifold. When the throttle
is closed rapidly and engine manifold
vacuum rises, the sudden increase in
vacuum (sensed through a vacuum con-
nection to the carburetor bose) over-
comes the diaphragm spring tension
momentarily and moves the valve to
the open position. With the valve in
the open position, pump air flow is by-
passed to atmosphere or "dumped"
through a bronze silencer pressed into
the outlet opening. This action is re-
quired to prevent a backfire in the ex-
haust system which would occur when
the throttle is suddenly closed.
To check the valve for proper opera-
tion, accelerate the engine in neutral
allowing the throttle to close rapidly.
The valve is operating properly if no
exhaust system backfire occurs. A
further check con be mode by listening
for o momentary air rushing sound
through the bronze silencer immedi-
ately after rapid throttle closure.
By-Pass Valve Removal
The by-pass valve removal requires
disconnecting the hoses and brocket to
engine attaching screws.
Air Distribution Manifold
The air distribution manifold, con-
structed of cold rolled steel with a zinc
EMISSION CONTROL
plating, distributes the air from the
pump to each of the air distribution
tubes in o uniform manner.
A check valve, constructed of o
stainless steel spring plunger and an
asbestos seat, is integral with the air
distribution manifold. Its function is to
prevent the reverse flow of exhaust
gases to the pump should the pump
foil.
This reverse flow would damage the
air pump and connecting hoses.
To check this valve for proper op-
eration, remove the air supply hose
from the pump at the distribution mani-
fold. With the engine running, listen
for exhaust leakage at check valve
which is connected to the distribution
manifold.
The air distribution manifold con be
removed from the exhaust mon.ifold
without removing the exhaust manifold
assembly.
Air lnjedion Tubes
The air injection tubes, which ore
mode of stainless steel, are inserted
through the distribution tubes of the air
distribution manifold and threaded into
the exhaust manifold. The tube projects
into the exhaust port, directing air into
the vicinity of the exhaust valve seat.
Air Distribution Manifold and
Injection Tubes Removal
Remove the air injection tubes and
air distribution manifold as on assem-
bly. Some interference to removal may
be encountered due to normal carbon
build-up on the tubes. Two sealing
gaskets ore used on each injection
tube; one against the head of the in-
jection tube and the other between
the distribution tube and exhaust mani-
fold.
DIAGNOSIS GUIDE -
AIR INJECTION// SYSTEM
11
Pump Noisy - Inoperative - Seized
Refer to "AIR PUMP DIAGNOSIS."
leak in Hose
Check for leaks; use soap water -
Tighten clamps or replace hose.
Exhaust Backfire
Check for vacuum leaks - Correct
as necessary.
Check by-pass valve - Replace if
necessary.
Check choke for sticking.
Choke too rich - Verify choke set-
ting.
Fast idle speed - Verify RPM
Exhaust system leaking - Correct
as necessary.
Verify engine tune condition.
Fast idle com linkage - Verify ad-
justment.
Doshpot - Verify adjustment and
proper operation.
Throttle linkage - check for full
travel and free operation.
Throttle return spring - Check for
proper return to idle.
Air leaks - Correct as necessary.
Exhaust manifold heat valve -
Check for free operation.
Induction System Backfire
Verify ignition timing and distributor
dwell.
Verify accelerator pump discharge.
Verify choke specifications.
AIR PUMP DIAGNOSIS
Pump Noise
The air pump is not completely
noiseless. Under normal conditions,
noise rises in pitch as engine speed
increases. Air pump noise con be con-
fused with other engine noise.
It is also desirable to allow for
normal break-in wear of the pump
prior to replacement for excessive
noise.
First check the drive belt tension. If
the belt needs tightening, do not pry
on the housing, but swing the pump
into proper position by hand until the
belt is tight. Only moderate tension is
required to drive the pump. Extreme
belt tension will damage the pump.
If excessive noise is still heard, re-
move the drive belt to determine if
the pump is at fault. Check to assure
that the pump is operative. A seized
pump will not rotate and noise could
be caused by the belt slipping. If it is
determined that excessive pump noise
is present, re-install the belt and toke
the following steps in the order g iven.
Determine if all hoses ore properly
connected and ore in good condition.
With the pump running, check the
entire system for leaks in the hoses and
around damps. As the pump operates
at engine idle speed, breaks in hoses
con be located by feeling for a ir blow-
ing through any holes.
The entire length of the hose routing
should be inspected.
Air leaks around clamps con be lo-
 EMISSION CONTROL 4-A - 17

coted in the some manner or by daub-
ing soapy water on connections in
question.
Check that the pump mounting
brocket is securely fastened.
Check the relief valve. Relief valve
failure will cause excessive noise. Fail-
ure has occurred if a ir escapes from
the valve at engine idle speed. The
valve must be replaced.
A "chirping" or squeaking noise is
most likely associated with vane rub-
bing in the housing bore. Vane chirp-
ing is most noticeable at low speed
and is heard intermittently. Frequently,
is noticeable at all speeds. This sound
does not necessarily indicate bearing
fa ilure.
However, if bearing noise increases
to on objectionable level at certain
speeds, the pump may hove to be re-
placed.
Failure of a rear bearing is identi-
fied by a continuous knocking noise.
Such a noise requires replacement of
the pump.
Inopera tive Pump
If it is determined that the a ir pump
is not delivering a ir (determine pres-
on the housing. Swing the pump into
proper position by hand until the belt
is tight. Extreme belt tension will dam-
age the pump.
Determine if a ll hoses ore connected
and the clamps securely tightened. In-
spect the entire length of each hose
for leaks.
If the foregoing steps foil to find the
cause of no air delivery, the pump
must be replaced.
N OTE: The pump is equipped with a
centrifugal fan type air filter, located
behind the drive pulley. In the event

vane chirp may be eliminated by in-
creasing pump speed, or allowing the
vanes additional wear-in time. Bearing
noise is easily distinguished from vane
chirping. Bearing noise, a rolling sound,
~
that the engine or underhood compart-
ence of air flow by removing on ex-
ment is to be cleaned with steam or
haust hose), the following steps should
high-pressure detergent, the filter should
be token in the order given:
be masked off to prevent liquids from
Check belt tension. In tightening
entering the pump.
belt, do not, under any conditions, pry

SPECIFICATIONS
I
Refer to each particular Technical Service Manual section for
detailed specifications and procedures as required.

ENGINE All
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-12Y
Spark Plug Gop .................................033"-.037"
Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 to 30 Foot Pounds

DISTRIBUTOR

Engine (CID)

Rotation
6Cyl.

ON
l V-8

at Rotor End
Point Opening .016"

Com Angle (Dwell) 31-34 29-31

Breaker lever 17-21 oz.

Tension

Condenser .18-.23 MFD

Capacity

SCOPE ANALYZER SPECIFICATIONS

Cranking Voltage - Engine at operating temperature ....... . .. .. .... . .............. . ........ 9.6 V. M in.
Cranking Vacuum - This test must hove operating battery
voltage, completely closed throttle
valves, PCV valve completely closed......................... . .... .. . . 9" Min.
Coil Output - When cranking, coil H.T. lead removed from
dist., battery, voltage of 9.6 min . ...................... .. .. .. ......... . ... . 24 KV Min.
Dwell .. . ......... . .. . .... . ... . . . ... . ............ .. ................................ 31-34 (6),29-31 {V-8)
Dwell Variation - From Id le to 1000 RPM {On dwell meter) . ..................... . ...... .. . 3 Max.
Com lobe Variation - At 1000 RPM ...... . .. .. .. . .... . ... . ............ . .... . .. . ... .. .. 2 Max.
Spark Plug - Firing Voltage at 1000 RPM ....... . .. . ..... . ............ . .. . ...... . .... . .. 5-14 KV
4-A-18 EMISSION CONTROL

SCOPE ANALYZER SPECIFICATIONS - continued

Fuel-Air Mixture -At Specified Idle .......... ... ......................................... 14.0:1 .2A.F.R.
Fuel-Air Mixture - At 1000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.0:1 A.F .R.
Accelerator Pump - Snap throttle from 1000 RPM . ............ .. .................... ... .. 1-112 A.F.R. Enrichment
Rotor Air Gap - At 1000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 KV
Maximum Starter Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180-220 Amps.

IGNITION SPECIFICATIONS (ON VEHICLE)

Distributor Specs. (Engine Degrees ond RPM)
Initial Timin9 <Antrifugol
Engine Corbur.- Po;nt Com Angle @.SOORPM c..rb Idle Distributor VCKVUm Totol Acfvanee Ac!Yonce
CIO Trans. Model Code Gop (Dwell) (\foe. Hose Dis.) Speed(RPM) Model No. Unit No. @ 2000RPM .Degrees RPM
CJ.S/CJ-6 5 BTOC 65()..700 0.1 1000
232
All Trons. 1-5 1250
6288$-IV
Auto. Yf .016N 31-34 600 (Auto.) 6-10 1550
258 1110497 1973419 30"-39
Wog .Truck 11-15 1900
3 BTOC 15-19 2-400
Mon.
258 Wog .Trvcl<
6287S.1V 650 -700 18-22 3000

304-360 Mon. 2DM2-2V 700.750 (Mon.) 0-4 1100

2-7 1300
Auto. 2100 20A2-2V .01 6N 29"-31 s BTOC 1115355 5-9 1500
304 1112111 31.5"-39
650 (Auto.) 15-19 2200
19-23 2600
360 Auto 2RA2-2V 21-25 3000

Place in "DRIVE" range, set pork broke formly, do not accelerate engine.
Disconnect TCS solenood vcxwm valve wores when ch.cking totol advance
NOTE: Adjust curb idle speed Wlth air condot.oning NOliN, if >0 equipped

DISTRIBUTOR SPECIFICATIONS (ON DISTRIBUTOR TESTER)

Distributor Degrees and RPM

Degrees
Centrifugal Advance Distributor Vacuum Vacuum Advance Full
Model No. Unit No. Vacuum
Degrees RPM Start Full Advance
0-.5 500
.5-2.5 625
3-5 775
1110497
5.5-7.5 950
5"-7" 10''-11" 60-90
ON@ 1973419#
7.5-9.5 1200
Rotor End
9-11 1500
10.5-12.5 1750
12-14 2000
0-2 550
1-3.5 650
2.5-4.5 750 1112111
7.5-9.5 1100 7 0-90
ON@ 1115355# 5"-7" 12.5"-16"
9.5-11.5 1300 Rotor End
10.5-12.5 1500
11.5-14 1750
13-15 2000
# Last Three Numbers Appear on Vacuum Unit

BELT TENSION
?redelivery or belt with
previous service (Except V-8,
W/AO .. .. . . . . . .. 90-110 Lbs.
V-8, W/AC ........ 105-125 Lbs.
New Belt ............ 125-145 Lbs.
 CLUTCH 5-1

Page
DESCRIPTION .................................... 1
DIAGNOSIS ...................................... 1
PEDAL HEIGHT ADJUSTMENT ........................ 1
CONTROL CABLE ADJUSTMENT ..................... 2
CLUTCH REMOVAL ........ .... .......... ......... . 2
DRIVEN PLATE ................................... 2
THROW-OUT RELEASE BEARING ..................... 2
CRANKSHAFT PILOT BUSHING ....................... 2
Page
FLYWHEEL ...................................... ,3
TRANSMISSION CLUTCH SHAFT ..................... 3
CLUTCH HOUSING ALIGNMENT ..................... 3
CLUTCH RELEASE LEVER ADJUSTMENT ................ 3
CLUTCH INSTALLATION ............................ 4
SPECIFICATIONS .................................. 4
TORQUE LIMITS .................................. 5
TOOLS ......................................... . 5

CLUTCH ASSEMBLY DIAGNOSIS Incorrect pedal or cable adjustment

DESCRIPTION
The clutch is a -single plate, dry disc
type. A steel cover assembly bolted to
the flywheel contains the clutch driven
Condition and Probable Cause
Clutch Chatter
Grease on the clutch driven plate
Broken clutch pressure springs
Weak pressure springs
Grease on the clutch driven plate
facings

plate, release levers and springs.
Two types of clutch covers ore used:
A lOY," diameter, direct spring pres-
sure type and an 11" diameter, semi-
centrifugal type. The direct spring pres-
sure type and semi-centrifugal type
ore similar because both apply direct
spring pressure to the pressure plate to
provide engagement; however, the
semi-centrifugal cover utilizes six roll-
ers that are forced outward by cen-
trifugal action to apply extra force to
the pressure plate and positive clutch
action at high engine RPM (Fig. 1).
Although no internal adjustment is
provided for wear of the disc, release
lever height should be checked and
adjusted if needed whenever the cover
is removed for replacement, overhaul
or when the driven plate is replaced.
facings Incomplete Clutch Release
Binding of the clutch linkage
Loose or damaged clutch driven Incorrect pedal or cable adjustment
plate facings Incorrect drive plate lever adjust-
Loose engine mountings ment
Incorrect adjustment of clutch pres- Loose or broken facings
sure levers Bent or dished clutch driven plate
Misalignment of clutch housing due to overheating
Loose driven plate hub
Clutch Grabbing PEDAL HEIGHT ADJUSTMENT
The clutch pedal has on adjustable
Oil or grease on clutch driven plate stop located on the pedal support
facing brocket directly behind the instrument
Broken pressure plate cluster (Fig. 3 and 4).
Clutch driven plate binding or trans-
mission clutch shaft
Clutch Slipping
Lack of lubrication in clutch linkage

ressure Plate

Six Rollers on 11" Semi..Centrifugol

Lever Height Adjusting Nut

FIGURE 2 - Clutch Pedal Height

l710S3 Lift the pedal until it contacts the

FIGURE 1 - Direct Spring Pressure and Semi-Centrifugal Type Clutches stop.
 5-2 CLUTCH

DRIVEN PLATE
No repoir of the clutch driven plate
is recommended. A new plate should
be installed if the plate or cushion
springs appear to be defective. The
cushion springs must not be bent out
of shape or flattened.

FIGURE 3 - Clutch Lever and Components - CJ-5/ CJ-6 and Commando
Adjust the stop to provide the speci-
fied clearance between the top of the
pedal pod and the closest point 90
on the (bore} floor pan (Fig. 2}.
Adjust the clutch control cable.
CONTROL CABLE ADJUSTMENT
lift clutch pedal up against the
pedal support brocket stop.
Unhook the clutch fork return spring.
loosen the boll adjusting nut until
some cable slack exists.
Adjust boll adjusting nut until slack
is removed from the cable and the
clutch throw out bearing contacts the
pressure plate fingers.
Back off boll ad justing nut ~ turn
required to provide free ploy. Tighten
the jam nut.
Hook the clutch fork return spring.
is a steel stamping which could be
warped by improper removal proce-
dure, resulting in clutch chaffer when
reused.
Inspect the crankshaft pilot bushing,
flywheel, transmission clutch shaft,
throw-out bearing and sleeve assem-
bly, driven plate, clutch cover, and
clutch housing alignment.
THROW-OUT RELEASE
BEARING
The clutch throw-out or release
mechanism consists of o forked lever
which pivots on a ball pivot threaded
into the clutch housing. A clutch fork
return spring, as shown in f-igs. 3 and
4, is anchored to a clip under the
ball pivot and holds the lever in con-
tact with the ball pivot. The clutch
throw-out bearing and sleeve, which is
o pre-lubricated unit, is attached to the
forked end of the throw-out lever with
o wave washer on the lower pin.
Never wash the clutch throw-out re-
lease bearing in any solvent that will
dissolve the lubricant. It is neither nec-
essary nor possible to lubricate this
bearing at any time.
CRANKSHAFT PILOT BUSHING
Inspection
When the clutch assembly is re-

CLUTCH REMOVAL
Remove transmission (Refer to
''Tronsmission Remove I"}.
Remove starter, throw-out bearing
and sleeve assembly and clutch hous-
ing.
Align mark the clutch cover, pres-
sure plate and flywheel to insure cor-
rect alignment during osembly.

CAUTION: When removing the clutch

cover from the flywheel, loosen the at-
taching screws in rotation, one or two
l71102
turns at a time, until spring tension on
the cover is released. The clutch cover FIGURE 4- Clutch Lever and Components- Wagoneer and Truck

FIGURE 5 - location of Dial
Indicator
moved from the flywheel, inspect the
pilot bushing for scoring and loose-
ness. Damaged bushings should be re-
placed.
Removal
Fill the crankshaft cavity and pilot
bushing bore with on all purpose lu-
bricant. Insert clutch aligning tool
straight into the bushing and top the
end of the tool with a lead or brass
hammer. Hydraulic pressure will force
the bushing out of the crankshaft with-
out damaging the bushing.
Installation
Clean all grease from the crank-
shaft cavity.
Dip the bushing in engine oil. No
other lubrication is needed.
Use the clutch aligning tool as a
bushing driver and install the bushing
straight into the crankshaft until the
bushing is seated.
FLYWHEEL
Inspect the condition of the flywheel
as well as the pressure plate for any
roughness. Check all flywheel cop
screws for tightness. Use o torque
wrench and tighten the cop screws to
105 Foot Pounds torque.
TRANSMISSION CLUTCH SHAFT
Slide the clutch driven plate onto
the transmission clutch shaft to make
CLUTCH
sure that it is free on the splines. If
the splines on the transmission clutch
shaft ore burred, remove the burrs
with o fine file or stone. If the clutch
driven plate is not free to move on the
splines, incomplete release will result
and cause hard shifting of the trans-
mission.
CLUTCH HOUSING
ALIGNMENT
Misaligned clutch housings con cause
improper clutch release, driven plate
failure, front transmission bearing fail-
ure, uneven wear in crankshaft pilot
bushings, clutch "cockle" noise, vibra-
tion and in extreme cases of mis-
alignment, "jumping out of gear" on
deceleration. Should any of these mol-
functions occur, the rear face of the
flywheel housing should be checked
for alignment.
The following is the procedure used
to check clutch housing for alignment.
Remove the transmission as out-
lined in the Tronsmission Section.
Remove the clutch housing and the
clutch assembly.
Remove one of the flywheel attach-
ing bolts.
Use a ~"-20 bolt x 4" long and a
nut for a dial indicator support. Install
the nut on the bolt so that five or six
threads ore exposed and install the
bolt in the crankshaft. Tighten the nut
so the bolt is held securely in place.
Install the clutch housing on the en-
gine and tighten the attaching bolts to
the specified torque.
Install a dial indicator on the bolt
and locate the indicator so that it con-
tacts the rear face of clutch housing
approximately Ys" from the edge of
the rear opening (Fig. 5).
Check squoreness of face of housing
by turning the crankshaft. Total indi-
cator reading should not exceed .0 I 0".
Crankshaft end ploy must be held to
" Zero" when checking face alignment.
The following procedure may be
used to correct indicated misolign~ent
of the clutch housing.
Install shims between the clutch
housing and the engine to clutch hous-
ing spocer.
The shims should be installed at
points "A" to correctly align the top
with the bottom of the housing. Shims
installed at points "B" and "D" or
"C" and "E," will correct misolign-
5-3
ment at either side of the clutch hous-
ing. Shims installed at points "D" and
"E" will correctly align the bottom to
the top (Fig. 6).
E
65253
FIGURE 6- Shim locations -
232 CID Engine Shown
To install the shims loosen the clutch
housing assembly.
locate shims where necessary by
loosening the bolts and inserting the
shims in place. Tighten the bolts and
recheck the face alignment. Total indi-
cator reading on the face of the fly-
wheel housing should not exceed
.010". Relocate shims if" necessary to
bring reading within limits.
To check bore alignment, locate the
dial indicator on the inside diameter
of the rear opening of the clutch hous-
ing. Rotate the crankshaft and note the
indicator reading at four equally
spaced points. Total indicator reading
must not exceed .010".
Any change in face a lignment will
change bore alignment. Therefore, it
may be possible to correct bore align-
ment by changing the face alignment.
Where it is impossible to correct the
bore alignment to within o maximum of
.0 I 0" runout with change of face align-
ment (not to exceed .010''), replace
the housing.
CLUTCH RELEASE LEVER
ADJUSTMENT
IMPORT ANT: Always inspect release
lever height adjustment before installing
clutch cover assembly.
Place Clutch Gouge Plate, Tool J-
1048 on the flywheel in the position
normally occupied by the driven plate.
Position the cover assembly over the
gouge plate. The release levers should
be directly over the machined lands
of the gouge plate and the gouge
plate hub should be centered between
5-4 CLUTCH

the ends of the release levers (Fig. 7). CLUTCH INSTALLATION

FIGURE 8 - Depress Each lever
FIGURE 7- Clutch Gouge Plate Several Times to Settle All Ports
J-1048 in Their Proper Position
Inspect clutch release lever height.
Use Aligning Tool J-22056 to a lign
the d riven p late during insta llation. A
transmission clutch shaft may be used
if the proper t ool is not available.
Align the d riven p late and loosely
attach the cover assembly to the fly-
wheel. Tighten the cov~r attaching
screws in rotation to prevent cover d is-
tortion.
Install the clutch housing, starter,
throw-out lever a nd bearing a nd sleeve
assembly.
WARNING: Be certain the clutch
pedal is not depressed until the trans-
mission has been installed.
Install the transmission (Refer to
"Tro nsmission-Inst o Ilotion").

Attach the cover assembly to the

flywheel. Tighten the cover attaching
screws in rotation, one or two turns at J-23330
a time, to ovoid distortion of the cover. Hub of Gouge J-1048 Release lewr
Depress each release lever several
times to seat the levers in their op-
erating positions (Fig. 8).
Measure the height of each lever
relative to the gauge hub. Clutch l ever
Height Gouge, Tool J-23330 has four
different dimensional settings which
con be used for measuring above and
below the hub (Fig. 9).
Adjust release levers by turning the
lever height adjusting nuts until the
lever is at the specified height. Af-
ter each lever has been adjusted, work
the lever down and up several times
and recheck the adjustment; if correct,
firmly stoke the nut with a dull punch. FIGURE 9- Clutch Release lever Height Adjustment

SPECIFICATIONS

CLUTCH RELEASE LEVER HEIGHT PEDAL

MODEL ENGINE-CID
DIAMETER (Above Gouge Hub) HEIGHT

CJ-5/CJ-6 & Commando 232, 258, 304 107'2" a/a2" to 7/u" 8.00"

258, 304 107'2" 3/s2" to 7/e.''

Wagoneer 8.38"
360 I I" 3/16 II

258, 304 107'2" a/a2" to 7/e" 8.38"

Truck
360 I I" 3/16
II 8.38"

TORQUE LIMITS FOOT POUNDS
Clutch Cover Screw . . . . . . . . . 40
Clutch Housing to Motor Dowel Bolt
Nut ........ . ........... 45
Clutch Housing to Starter Motor
Screw 304-360 . . . . . . . . . . . 45
Clutch Housing to Engine Block
Screw 232-258 (Top) . . . . . . 35
(Bottom) . . . . . . . . . . . . . . . 45
J-1048
Clutch Gauge Plate
J-22056
Aligning Tool
CLUTCH
304-360 ................. 30
Clutch Housing Spacer to Block
Screw 304-360 . . . . . . . . . . . . 15
Clutch Throwout Lever Pivot . . . 35
Transmission Case to Clutch Housing
Screw ................... 55
Clutch Pedal Shaft Huglock
Nut .................. 25-40
FIGURE 10 - Clutch Tools
5-5
CLUTCH HOUSING ALIGNMENT
Moximum Indicator Reading of
Clutch Housing Bore to Crank-
shaft Center Line ........010"
Maximum Indicator Reading of
C I u t c h Housing Transmission
Mounting Face to Crankshaft
Center Line .............010"
J-8001
Dia l Indicator Set
J-23330
Clutch lever Height Gauge
5-6 CLUTCH

TECHNICAL SERVICE LETTER REFERENCE

Date Letter No. Subject Changes information on Page No.

 MANUAL TRANSMISSIONS 6-1

Page Page
IDENTIFICATION .. ........ . ...................... . 1 4-SPEED TRANSMISSION: .......................... 7
DIAGNOSIS GUIDE ... .. ..... . ...... . ............. 1 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
TRANSMISSION REMOVAL - 3 & 4 SPEED ............. 1 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . 7
TRANSMISSION INSTALLATION - 3 & 4 SPEED ........ 2 ASSEMBLY ........................ . .. ... ...... 9
3-SPEED TRANSMISSION: ... .. . .. ................... 2 Reverse Idler Gear . .. .. .... .... .............. 9
DISASSEMBLY ............................. . .. . . 2 Countershoft Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Synchronizer Disassembly ...................... . 3 Second Speed Synchronizer .................... 9
CLEANING AND INSPECTION .................. . . . 4 Main Drive Gear ..................... .. ...... 10
ASSEMBLY ............................... . .... . 4 Main Shaft Assembly .......... .. .. . .. ... . . ... 10
SHIFT CONTROL HOUSING . . . . . . . . . . . . . . . . . . . . . . 5 Transmission Case ...... . ...... .... ........... 10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 SHIFT CONTROL HOUSING ........... . .......... 11
Assembly ....................... . ..... . ..... 6 Disassembly ................................. 11
COLUMN SHIFT ADJUSTMENT ..................... 6 Assembly .................. .. ............. .. 11
SPECIFICATIONS . .. .. ........... . .. ... ........... 12
TOOLS ....... . ................ ... .............. 13
IDENTIFICATION word speeds. Model T-18 provides syn- on the tog is necessary to obtain cor-
chromesh engagement in second, third rect components for replacement pur-

Transmission t-.Aodels T-14A and T-
15A hove three speeds forward and
one in reverse. Model T-18 has four
speeds forward and one in reverse.
Models T-14A and T-15A provide
synchromesh engagement in all for-
and fourth speeds. poses.
An identification tag which displays
NOTE: During assembly make certain
the vendor part number and Jeep port
that the identification tog is attached to
number is attached to the upper left
the transmission in its original position.
side of the transmission at the case
cover or shift control. The information

DIAGNOSIS GUIDE
CONDITION PROBABLE CAUSE PROBABLE CORRECTION

locks in Two Gears Improper Shift linkage Adjustment ..................... . Adjust

Worn Poppet Sleeve ................... . ... .. ....... . Replace
Incorrect or Bent Shift Levers ..................... ..... . Replace

Hard Shifting Improper Transmission and Clutch linkage Adjustment ..... . Adjust
Bent or Worn Shifting Mechanism Parts ................ . . Replace
Synchro-Ciutch Wear or Failure ............... .... .... . Replace
Incorrect lubricant ...... . .......................... . Replace

Slips Out of Gear Improper Gear Shift Lever Adjustment .. . ..... . ......... . Adjust
Synchro-Ciutch Wear or Failure ................ . .. .. .. . Replace
Incorrect Lubricant . . ...... ... ... .. ..... .. .. .. .. .. .. . . Replace
Gear Teeth Worn or Tapered ..................... . .. . Replace
Insufficient Inter-Lock Spring Tension or Excessive
Sleeve Clearance . . .. . ... ....... .................. . Replace Ports
Misaligned or loose Flywheel Housing ......... ... ..... . Align and Tighten
Excessive Transmission End Ploy . ...................... . Adjust
Worn or Loose Engine Mounts ........................ . Tighten or Replace
Shifting linkage Binding ........ . .. .. ................ . Adjust
Damaged Main Drive Gear Needle Bearings ............. . Replace
Damaged or Worn Crankshaft Pilot Bushing ...... ... .. .. . Replace

Noise in low Gear Gear Teeth Worn or Broken ................... .. ..... . Replace Gears
Shifting Shoe Bent .................................. . Replace Shoe
lock of lubrication ........... .. .................... . Drain and Refill

Grease leak into Flywheel Housing Gasket Broken Front Bearing Retaine~ .................. . Replace

TRANSMISSION REMOVAL rings(s), and boot(s). transmission. Remove the transmission

On three speed floor shift models, shift control and lever assembly from
3 & 4-SPEED remove the floor covering. Remove the transmission.
Remove floor lever knob(s), trim the floor pan section from above the On four speed models, remove the
6-2
shift control housing cop, washer,
spring, shift lever and pin.
Remove the transfer case shift lever
and brocket assembly.
Raise the vehicle.
On column shift models, disconnect
the shift rods from the transmission.
Remove the front propeller shaft.
Disconnect the front end of the rear
propeller shaft from the transfer case.
Disconnect the clutch cable and re-
move the cable mounting brocket from
the transfer case.
Disconnect the speedometer cable,
bock-up light switch wires and pork
broke cable if connected to cross-
member.
Support the transmission with a
transmission jock.
Disconnect the support crossmember
from the side sill.
Remove the bolts which attach the
transmission to the clutch housing.
lower the transmission slightly. Move
the transmission, transfer case and
crossmember backward for enough for
the transmission clutch shaft to clear
the clutch housing.
Remove the assembly from the ve-
hicle.
TRANSMISSION INSTALLATION
3 & 4-SPEED
Position the wave washer and the
throw-out bearing and sleeve assembly
in the throw-out fork. Center the bear-
ing over the pressure plate release
levers.
Slowly slide the transmission into
position. Some maneuvering may be
necessary in order to match the trans-
mission input shaft splines and clutch
driven plate splines; however, exer-
cise caution to protect the splines and
throwout bearing alignment.
Install the bolts which attach the
transmission to the clutch housing.
Attach the support crossmember to
the side sills.
Remove the transmission jock.
Connect the speedometer cable and
bock-up light switch wires, if sa
equipped.
Connect and adjust the parking
broke cable if disconnected.
Connect the clutch release cable,
and attach the mounting bracket to the
transfer case.
Install the front propeller shaft. Con-
nect the front end of the rear propeller
MANUAL TRANSMISSIONS
shaft.
On column shift models, connect the
shift rods to the transmission. W-329 Puller
lower the vehicle.
Install the transfer case shift lever
and brocket assembly.
On four speed models, install the
lever pivot pin, shift lever, spring,
washer and control housing cap. FIGURE 2- Main Drive Gear Bearing
On three speed floor shift models, in- Removal
stall the shift control and lever assem-
bly. Position the transmission gear train
and shift cover housing in neutral. En-
ter the shifter forks into the clutch
sleeves and align cover, case and gas-
ket holes. Install copscrews and lock-
washers and torque 8 to 15 Foot
Pounds. (Refer to Fig. 24).
Install the floor covering, floor trim
boot(s), trim ring(s) and shift lever
knobs(s).
Check transmission for proper shift-
ing.
MANUA L TRANSMISSIO N S
M ODELS T-1 4A AND T-15A-
FIGURE 3 -Main Shaft Bearing
3-SPEED
Remova l
DISASSEMBLY
NOTE: The T-15A must be shifted into
Remove the screws which attach the
second gear position to permit removal
transfer case to the transmission. Sepa-
of the main shaft and gear assembly.
rate the transfer case and transmission.
Remove the nut and flat washer Remove moinshoft and gears as on
which attach the transfer case drive assembly through the case cover open-
gear to the main shaft. Remove the ing as shown in Figure 4.
gear, adopter and spacer (Fig. 1).
T. C. Drive Gea r
FIGURE 1 -Transfer Case Drive
Gear
FIGURE 4 - Removing - Installing
Remove main drive gear bearing re- Mainshaft Gear Assemb ly
tainer and gosli:et.
Remove the main drive gear bearing On column shift transmissions re-
snap ring and main shaft bearing snap move the shifter forks by removing
ring. the roll pins from the shift lever shafts
Remove the main drive gear bearing and housing. From inside the trans-
and main shaft bearing. Use bearing mission case, slide the shift levers and
Puller Set W-329 (figs. 2 and 3). interlock assembly toward the outside
Remove the main drive gear from of case and remove shifter forks and
case. lever assemblies. Refer to Figure 15.

Remove the lockplate by tapping
lightly on the front end of the counter-
shaft and reverse idler shaft. Remove
lockplate from slots in shafts. Refer
to Figure 5.
FIGURE 5 - Removing - Installing
lockplate
Using Arbor Tool W-335 with T-14A
or Arbor Tool W-332 with T-15A trans-
mission drive the countershaft rear-
ward, out of the case, as shown in
Figure 6. The countershaft gear as-
sembly will drop to the bottom of the
case. Using the Special Arbor Tool
will ensure that the roller bearings will
remain in the countershoft gear hub
and may be removed as an assembly.
W-335 (T-1 4A)
Countergeor Countershoft
FIGURE 6- Removing - Installing
Countershaft
Remove the countershaft gear as-
sembly a nd the two thrust washers.
Remove spacer washers, bearing roll-
ers, a nd spacer from the countergear
hub assembly for inspection.
Using Arbor Tool W-336 with T-14A
or Arbor Tool W-337 with T-15A
transmission drive the reverse idler
shaft rearward, out of the case. Re-
move reverse idler gear, washers, and
roller bearings as an assembly. Refer
to Figure 7.
Remove the clutch hub snap ring
and the second-third synchronizer as-
sembly from the moinshaft. Refer to
Figure 8.
MANUAL TRANSMISSIONS
Washer W-336 (T-14A)
W-337 (T-1 5A)
FIGURE 7 - Removing - Installing
Reverse Idler Gear
FIGURE 8 - Removing - Installing
Second-Third Clutch Hub Snap Ring
Remove second speed gear from
moinshoft.
Remove reverse gear from mainshoft.
Remove the clutch hub snap ring,
and the low synchronizer assembly
from the mainshaft. Refer to Figure 9.
Low Synchronizer Assembly
~
FIGURE 9- Removing - Installing
low Clutch Hub Snap Ring
Remove low speed gear from main-
shaft.
This completes the transmission d is-
assembly.
Synchronizer Assemblies
Disassembly
Second-Third synchronizer Unit.
6-3
Remove springs (one on each side of
unit).
Mork sleeve and hub before sepa-
rating to ensure proper insta llation at
time of assembly.
Remove hub from sleeve.
Remove the three synchronizer plates
from third speed side of the hub.
Clean and inspect synchronizer as-
sembly parts.
Assemble synchronizer in reverse or-
der of disassembly, making certain the
twa synchronizer spring openings ore
installed 120 of each other, with
spring tension opposed (Fig. 10).
Clutch Hub
FIGURE 10 - Second-Third
Synchronizer Assembly
low Synchronizer Unit.
The low synchronizer assembly is
serviced in the some manner as sec-
ond-third with exception of one syn-
chronizer spring.
IMPORTANT: Should a synchronizer
assembly (either low-and-reverse or
second-and-high) be replaced for any
reason on a floor shift transmission, the
shift fork that operates the synchronizer
being replaced must have on identifying
letter "'A'" appearing just under the shaft
hole on the side opposite the pin. If
the leHer ''A" does not appear on the
existing fork, it must be replaced with
a fork that has a letter " A" appearing
thereon.
I
Shifter Plate Clutch Sl......
Clutch Hub Synchroni:ter Spring (1)
72~
FIGURE 11 - low Synchronizer
Assembly

CLEANING AND INSPECTION
Wash transmission case inside and
outside with cleaning solvent.
Check bearing and shaft bores. In-
spect the case for crocks. Check the
front and rear faces and dress off
any burrs with a fine mill file. If cracks
ore found and bores are not true, re-
place the case.
Clean and inspect all gears and
bronze blocking rings for crocks,
chipped or crocked teeth, or excessive
wear of the teeth.
NOTE: Whenever any transmission
gear requires replacement, the gear with
which it meshes should a/so be replaced.
Inspect all bearings or bushings for
wear or damage.
Check the second-third, and low
synchronizer clutch sleeve making cer-
tain they slide freely on the clutch hub.
ASSEMBLY
NOTE: Lubricate oil inferno/ transmis-
sion ports before assembly using SAE 80
Gear Lubricant of API, GL-4 quality.
Position reverse idler gear with
Arbor Tool W-336 with T-14A or Tool
W-337 with T-1 SA transmission, roller
bearing, and thrust washers in the
case. Install reverse idler shaft forcing
out the Arbor Tool. Make certain the
slot end of the idler shaft is correctly
aligned to receive the lockplate. Re-
fer to Figure 7.
Assemble the countershaft center
spacer, four bearing spacers, and
countershaft bearing rollers in the
countershaft gear hub assembly. Using
Arbor Tool W-33S with T-14A or Tool
W -332 with T-1 SA transmission, place
the center spacer inside the hub and
insert Arbor Tool in the spacer. Place
a bearing spacer at each end of the
center spacer and food a set of bear-
ing rollers. Place a bearing spacer at
each end to complete the assembly.
Refer to Figures 12 and 13.
Install Iorge countergear thrust
washer in the front of the case. Posi-
tion small thrust washer on the counter-
shaft gear hub with lip facing groove
in the case. Holding the countershaft
gear assembly in position, start the
countershaft in the rear of the case
with the lockplote slot toward the rear
and the slot in alignment with the slot
in the reverse idler gear shaft. Press
MANUAL TRANSMISSIONS
Roller Bearings
FIGURE 12 - Countershaft Gear
Bearing Arbor
Center Spacer 72$67
FIGURE 13 - Countershaft Bearing
and Spacers Installed
shaft through the gear hub assembly
and into the front of the case forcing
out arbor tool. Refer to Figure 13.
locate the lockplate in the slots of
the reverse idler shaft and counter-
shaft. Tap the two shafts alternately
until lockplate is tight against case.
Refer to Figure 14.
FIGURE 14 - lockplate Insta llation
When assembling the moinshaft, first
install mainshaft low gear and bronze
blocking ring. Install the low syn-
chronizer assembly, then install the
select fit snap ring. Refer to Figure 9.
NOTE: Moinshoft snap rings ore se-
lect fit to eliminate clutch hub and main
drive gear bearing end ploy. Make cer-
tain correct snap ring is installed of
assembly.
Install the moinshaft second gear
and bronze blocking ring. Install the
second-third synchronizer assembly,
then install select frr snap ring. Refer
to Figure 8.
Install reverse gear on mainshaft.
Install the mainshaft and gear as-
sembly as a unit, through the top
cover opening of the transmission case.
Refer to Figure 4.
Install bronze blocking ring onto the
second-third synchronizer assembly.
NOTE: On column shift transmissions
the shifter forks ond levers must be in-
stalled at this point of assembly.
Install new 0-rings on shifter lever
shafts and install shifter lever shafts
into transmission case. Refer to Figure
1S.
lever
c....
lowReverw
Shift Fork
Second-Third / . low
Shift Fork ~
Reverse
\._ !J Shift
,.... lever
;:;;:~,~
Shaft
1'S\ ~-,..
_ =:;::u..:...?<:~~
1
Tapered Pin
Poppet Sprong
0-Ring Tapered Pin
72569
FIGURE 15 - Interlock As3embly -
Column Shift
NOTE: T-1SA transmission interlock
levers ore stomped (Low-Reverse, Sec-
ond-Third) ond must be installed in
their respective locations. The T-14A
interlock levers ore interchangeable ond
have no identification marks.
Using a screwdriver, depress the in-
terlock lever while installing shift fork
into shifter lever and synchronizer
clutch sleeve. Make certain the poppet
spring is properly installed. Insta ll
tapered pins securing lever shafts in
case. Refer to Figure 16.
Install main drive gear roller bear-
ings using low melting point grease to
hold them in place. Refer to Figure 17.
Install the main drive gear and oil
retainer washer (slinger) into the case
with the cutaway portion of the gear
 MANUAL TRANSMISSIONS 6-5

positioned downward toward the
countergeor assembly. Guide main
drive gear onto the moinshoft using
core not to drop the roller bearings,
as shown in Figure 18.
Screwdriver Second-Third Interlock Lever
into the second speed gear groove and
between the main drive gear (steel)
clutch teeth and bronze synchronizer
ring. Use both bearing drivers and a
bockup block when driving bearings
into position, as shown in Figures 19
and 20.

Short liver Tool SP-53~rust Yoke Tool W-3l4

FIGURE 21 -Main Drive Gear Bearing

Retainer O il Seal

Second Third Shift Forie 72S73

72S70
FIGURE 19- Installing Main Drive
FIGURE 16 - Installing Shifter Forks
Gear Bearing

long Driver Tool W-331

Roller I
Cutoway Moin
FIGURE 22 - Insta lling Main Drive
Drive Geor ----....:;:!'o
Gear Bearing Reta iner

low-Synchronizer Assembly

FIGURE 20 - Insta lling Mainshaft

FIGURE 17- Main Drive Gear
Roller Bearing Installed
FIGURE 18 - Installing Main Drive
Gear Assembly
Install main drive gear and main-
shaft bearings using Bearing Installer
Set W-331 together with a Thrust Yoke
tool W-334 with T-14A or W -333 with
T-1SA to prevent damage to the syn-
chronizer clutch. Install thrust yoke tool
Bearing
Install main drive gear and main-
shaft bearing snap rings.
NOTE: The moinshoft bearing snap
ring is .010" thicker than the mom drive
gear bearing snap ring. Core should be
token to install the proper snap ring of
these locations.
Install the moinshoft rear bearing
adopter, spacer, transfer case drive
gear, flat washer, and nut. Torque nut
130 to 170 Foot Pounds (Fig. 1).
Check the main drive bearing re-
tainer oil seot If seal is worn or dam-
aged it must be replaced. Refer to
Figure 21.
Install main drive gear bearing re-
tainer gasket, ond retainer assembly.
Make certain the oil drain hole slot in
the retainer housing and gasket ore
aligned. Install the ferry type screws
and washers. Refer to Figure 22.
Install the transmission case cover
gasket and gasket.
Second-Third Synchronizer Assembly nsn
FIGURE 23- Mainshaft Gear Train-
Neutral
NOTE: Column shift transmissions
hove a solid cork cover gasket with two
vent holes. The cover gasket is installed
with vent holes to the left side of frons-
mission.
Install the transfer case drive gear
spacer, drive gear, washer and retain-
ing nut.
Using a new gasket, assemble the
transfer case to the transmission.
SHIFT CONTROL HOUSING
THREE-SPEED
Disassembly
Remove TCS switch and back-up
light switch.
 6-6
FIGURE 24- Three-Speed Transmission Shift Control Housing Assembly Sequence
Remove shift roil sealing plugs from
rear of control housing. Plugs may be
easily removed by driving them side-
ways in the bore then prying them
out.
Place first and reverse shift roil in
the first geor position. Remove the roll
pin from the first and reverse shift
fork and roil. Slide first and reverse
fork rearward for enough to expose
roll pin hole in rail. Insert a tapered
punch in the roll pin hole in the shaft.
Rotate the first and reverse roil toward
the second and third roil to align the
groove at the reor of the first and
reverse roil with the interlock plunger.
Slide the first and reverse roil for-
word as for as possible.
Remove the interlock plunger.
NOTE: Before removing the roil, cover
the poppet boll holes with o cloth to
prevent loss of the boll ond spring.
Rotate the first and reverse rail away
MANUAL TRANSMJSSIONS
Shift Rail (Low-Reve rse)
L72117
from the second and third roil and at
the some time push the rail rearward
out of the control housing.
Remove the roll pin from the second
and high shift fork and roil.
NOTE: Before removing the roil, cover
the poppet boll holes with o cloth to
prevent loss of the boll and spring.
Remove the second and third shift
roil.
Remove the shift lever retainer spring
and shift lever.
Assembly
Install the shift lever and retainer
spring. The small end of the spring
cone should be against the lever ball.
Be sure the spring is snapped in be-
hind the shoulders in the cover.
Slide the second and third shift ro il
into the housing to the poppet boss.
Insert the poppet spring and ball. Com-
press the ball and spring and slide the
rail just through the boss. Rotate the
rail to position the shift lever slot
toward the center of the housing. In-
stall the second and high fork with the
flanged side of the fork towa rd the
front of the housing. Install the roll
pin.
Hold the first and second shift fork
m position, with the flanged side of
the fork toward the rear of the hous-
ing. Slide the first and second shift
roil into the housing, through the fork,
to the poppet boss.
Insert and compress the poppet
spring and ball. Push the shift roil os
for forward as possible.
Install the interlock plunger. Be sure
the second and high shift roil is in the
neutral ,oositjon and that the jnterJoc.k
plunger contacts the rail.
Rotate the first and reverse shift
roil until the notch in the interlock end
of the rod faces away from the hous-
ing. Move the roil backward until the
end of the roil contacts the interlock
plunger.
Rotate the rail to align the notch
with the interlock plunger, then move
the rail as for backward as possible.
Rotate tne roir to align the roll pin
holes in the rail and fork. Install the
roll pin.
Install the shift roil sealing plugs,
bock-up light switch and TCS switch.
TRANSMISSION COLUMN
SHIFT ADJUSTMENT-
WAGONEER
The transmission remote contro l shift
linkage is adjustable at the transmis-
sion end of the shift rods. A swivel
block is secured to eoch shift lever on
the transmission with a cotter pin and
washer. See Figure 25. The swivel
block is mounted on the outside (frame
side) of the low-and-reverse lever; on
the inside (transmission side) of the sec-
ond-and-high lever. The transmission
end of the shift rod posses through a
hole in the swivel block. The rod is held
in position in the swivel block with a
lock clip and lock nut.
If the shift is not smooth and positive,
first disconnect the transmission shift
rods from the remote control levers at
the lower end of the steering column.
Check and correct any binding of the
remote control shaft in the steering

LDclt Nut
Shift t...... L72181
FIGURE 25 - Shift to l ever Installation
- T1 4A, T15A- Wagoneer Models
column. Reconnect the rods to the
levers.
Shift to neutral position. Free the
shift rods in the swivel blocks on the
transmission shift levers by loosening
the lock nuts and lock clips. Insert a
piece of snug fitting 3/ 16" rod through
the remote control shift levers a nd
housing. Make sure the transmission
gears are in the neutral position. The
gears ore in neutral when the two shift
levers on the side of the transmission
ore in such a position that either of the
levers con be freely moved while
the other remains stationary. Then
tighten lock clips with the lock nuts.
Remove the 3/ 16" rod.
MANUAL TRANSMISSION
MODEL T-18 - 4-SPEED
Disassembly
If the transfer case is attached,
separate it from the transmission by
removing the attaching screws and
lock washers.
Remove the shift control housing
from top of transmission. The control
housing can be disassembled at this
point. Refer to "SHIFT CONTROL
HOUSING - Disassembly."
Remove the nut, washer, transfer
case drive gear and spacer from the
output shaft.
Remove the transmission to transfer
case adapter and gasket. Remove the
oil seal from the adapter and, if dam-
aged, discord the seal.
To make certain the two blocking
rings, direct-and-third clutch hub, and
direct-and-third clutch sleeve will be
assembled in their original relation-
ship, mark them with a quick drying
lacquer or an electric pencil. Also mark
the blocking ring, low-and-second
MANUAL TRANSMISSIONS
clutch hub, and the low-and-second
speed gear. (Fig. 27)
Slide the low-and-second speed
gear toward the rear of the transmis-
sion case.
Disengage the reverse shifting arm
and reverse shifting shoe from the re-
verse idler gear. Remove the arm from
the reverse shifting arm pivot.
Move the low-and-second speed
gear into neutral position.
Remove the front bearing retainer
and gasket. Remove the snap rings
from the main drive gear and the outer
race of the boll bearing.
With Bearing puller set W -329, re-
move the main drive gear boll bearing
(fig. 28).
Remove the oil slinger.
Remove the snap ring from the outer
bearing race of the transmission main-
shaft ball bearing.
With a bearing puller, remove the
mainshaft boll bearing.
NOTE: It may be necessary to drive
the mainshaft rearward by striking the
end of the main drive gear with a lead
hammer to get sufficient clearance to
install the bearing puller plates.
Slide the direct-and-third clutch
sleeve to the rear (third speed) posi-
tion. Separate the moinshoft assembly
from the main drive gear. Be careful
not to lose any of the moinshoft pilot
bearing rollers.
Lift the moinshoft assembly out of
the top of the transmission case.
Remove the main drive gear from the
transmission case.
Remove the mainshaft bearing roll-
ers from the gear.
Mark relationship between synchro-
nizer hubs and the splines on the ma in-
shaft.
Begin disassembly of the main shaft
assembly by removing the snap ring
which holds the direct and third syn-
chronizer assembly on the mainshaft.
Remove the front blocking ring from
the front of the shaft.
Slide the direct-and-third-synchro-
nizer assembly and the third-speed-
gear assembly off the mainshaft.
Remove the snap ring at the rear
of the mainshaft. Slide the second
synchronizer assembly and the block-
ing ring off the moinshaft.
If the synchronizer assemblies ore
to be disassembled and serviced pro-
6-7
ceed as follows: Wrap the second-
speed synchronizer assembly in a
cloth to prevent losing the lock bolls
and springs. Push the clutch hub out
ot the low-and-second-speed gear in o
direction opposite the shift fork groove.
Remove the cloth. lift the bolls, springs,
and plates out of the hub.
Remove the lockplate for the coun-
tershaft and reverse idler gear shaft.
Use a pry bar in the slot of the
reverse idler gear shaft to loosen the
shaft. Then, slip the reverse idler gear
shaft out of the housing and gear. lift
the reverse idler gear assembly from
the transmission case.
To remove the countershaft, use a
heavy brass drift and drive the coun-
tershaft toward the rear of the trans-
mission case. When the countershoft .
end is just about even with the inside '
of the transmission case, use a dummy
shaft to force it the remainder of the
way. (Since a dummy shaft is a neces-
sity for assembly, one should be mode
at this time to assist on disassembly.
One con be made by using a 1 Ys"
diameter steel rod cut to 9.850" long.
Break sharp edges with a mill file.)
Keep the dummy shaft in contact with
the countershaft at all times to prevent
dropping the bearing rollers or thrust
woshers.
With the dummy shaft in position,
place the transmission case on its
side and carefully roll the countershaft
gear cluster out of the case.
Complete the disassembly by re-
moving the dummy shaft, thrust wash-
ers, four sets of bearing rollers, and
spacers.
To disassemble the reverse idler gear
assembly, remove one of the snap
rings and tap out the washers, both
sets of bearing rollers, center spacer,
and sleeve. Remove the remaining
snap ring.
CLEANING AND INSPECTION
Transmission case and all compo-
nent parts should be carefully cleaned
so they con be thoroughly examined.
Whenever any transmission gear re-
quires replacement, the gear with
which it meshes should also be re-
placed. Always use new gaskets, oil
seals and snap rings when assembling
the transmission.
Inspect transmission case for cracks,
bearing bosses for wear or scoring
 MANUAL TRANSMISSIONS

FIGURE 26- Four-Speed Transmission Assembly Sequence 1non


Direct ond Third Clutch Hub
Direct and Third Clutch Sleeve
Blocking Ring
Direct and Third Synchronizer Assembly
FIGURE 28 - Removing Front Bearing
which would indicate that the bear-
ing has been revolving in its housing.
Examine boll bearings for crocked
races and worn bolls, for press fit on
the shafts and for tight fit in the case
bores. Inspect teeth of all gears for
crocks, chips or spots where case
hardening is worn through. Main shaft
gears should slide on and off smoothly
without excessive ploy. Inspect syn-
chro-blocking rings for excessive wear
or o p itted condition on the tapered
area of the ring. If the condition of the
thrust washers is doubtful replace
them.
ASSEMBLY
Reverse Idler Gear
Install snap ring in one end of re-
verse idler gear. With installed snap
ring end down, place thrust washer
into gear bore and against snap ring.
Install sleeve into gear bore and insert
one set (37) of roller bearings, then
install spacer, 37 more roller bearings,
MANUAL TRANSMISSIONS 6-9
Gear
Third Sf'"d G.cr AB.mbly
Second S~ed Gear
I
Se<oncl Speed Synchronizer AsMmbly
FIGURE 27- Four-Speed Transmission Main Shaft Assembly
second thrust washer and snap ring
into gear. A small amount of wheel
Second Speed
bearing grease will aid assembly and
provide initial lubrication.
Countershaft Gear
Assembly of the countershoft com-
ponents and installation of countershoft
into the transmission case is accomp- 72176
lished with o locally made dummy FIGURE 29 - Supporting Second
n113
shaft of 1 r-8" diameter x 9~" length. Speed Synchronizer Hub
lubricate bearing spacer sleeve, and
install sleeve and dummy shaft into position by the synchronizer sleeve.
countershoft gear. Insert one spacer Repeat this operation until the three
over dummy shaft against spacer. In- shifting plates, poppet springs and
sert 22 roller bearings. bolls ore started into the sleeve. Com-
Insert second bearing spacer and plete the assembly by pressing down
22 more roller bearings, followed with on the hub and pulling up on the
o third spacer. Repeat this operation sleeve (Fig. 30).
at the opposite end of countershoft
gear. Heavy wheel bearing grease will
aid in assembly and provide initial lu-
brication.
Second Speed Synchronizer
Use third and fourth speed synchro-
nizer "hub" to aid in assembly of sec-
ond speed synchronizer. Place hub
flat on work bench. Place second
speed synchronizer sleeve over third
and fourth speed hub with shift fork
groove down. Insert second speed syn-
chronizer hub into sleeve with poppet
FIGURE 30 - Assembling Second
boll holes up (Fig. 29).
Speed Synchronizer
Insert shifting plates in slots of hub.
Insta ll poppet spring through shifting
plate. Compress spring with poppet
Third and Fourth Speed
boll while pressing on the shifting Synchronizer
plate until the poppet boll is held in Assemble third and fourth speed
6-10
synchronizer hub and sleeve. Align
marks previously pointed or etched be-
fore disassembly. Insert three shifting
plates in slots of hub. Install retaining
rings so that one end of each ring is
hooked into the some shifting plate
(Fig. 31).
FIGURE 31 - Synchro-Piate and
Retainer Installation
Main Drive Gear
With heavy wheel bearing grease,
install 22 roller bearings into bore of
main drive gear. Coot blocking ring
with heavy grease and install on main
drive gear.
Main Shaft Assembly
From the front of the main shaft,
install second speed gear. Install
thrust washer with step bore toward
the front of the main shaft. Install
snap ring, be certain step bore of
thrust washer fits over snap ring (Fig.
32).
FIGURE 32 - Installing Second Speed
Gear and Washer
From rea r of main shaft, insta ll sec-
ond speed gear rear snap ring, block-
ing ring, second speed synchronizer
unit and snap ring.
NOTE: Second speed ~chronizer
sleeve shift fork groove must be towards
rear of main shaft (Fig. 33}.
From the front of the ma in shaft, in-
stall third speed gear, blocking ring,
MANUAL TRANSMISSIONS
72180
FIGURE 33 - Installing Second Speed
Synchronizer
third and fourth speed synchronizer
assembly, snap ring and main drive
gear roller bearing thrust washer.
NO TE: Third and fourth speed syn-
chronizer unit must be installed with
chamfered side of hub towards front
of main shaft (Fig. 34}.
FIGURE 34- Installing Third and
Fourth Speed Synchronizer
Transmission Case
Install countershoft thrust washers.
Coot two thrust washers with heavy
wheel bearing grease. Index tab of
Io rge bronze faced washer in the re-
cessed area of the front of the case.
Index notch of smaller steel washer
with the lug at the rear of the case.
lower countershoft gear assembly
into transmission case. Insert remaining
countershoft thrust washer between
end of countershoft gear and rear
thrust washer.
Insert countershoft from rear of case,
keeping the countershoft and dummy
shaft in contact to prevent dropping
bearing rollers or washers. Top the
countershoft lightly into position in the
front of the case, but do not seat it
until the reverse idler gear and shaft
have been installed into the case.
Position reverse idler gear into trans-
mission case with larger gear towards
rear of case. Insert reverse gear idler
shaft from rear of case, and top
forward until the lock plate slot is
adjacent to the slot of the counter-
shaft. Insert the lock plate in the slots
of the shafts making sure the plate
ends ore square with the slots. Install
the lock plate to oct as o guide while
topping the shafts alternately into po-
sition. Install and tighten the lock plate
screw securely.
Insert main drive gear, with roller
bearings and fourth gear blocking ring
through transmission case into front
bearing bore. Install moinshoft assem-
bly into transmission case by placing
the rear end down and through the
case rear bearing bore.
Be sure main drive gear roller bear-
ing spacer is on main shaft pilot. In-
stall main shaft pilot into bore of ma in
drive gear, making sure roller bearings
ore not knocked out of place and
fourth gear blocking ring notches ore
aligned with synchronizer plates.
Temporarily install main drive gea r
bearing retainer to support drive gear.
Install snap ring on main shaft bear-
ing. Drive bearing onto main shaft
and into the rear case bore. Seat snap
ring against case.
Install rear oil seal in transfer case
adopter plate.
NOTE: It is important that the 4-speed
transmission adopter plate oil seal be
correctly installed to prevent Row of
lubricant from the transfer case to the
transmission. Correctly positioned, the
lip of the oil seal is toward the frons-
fer case (Fig. 35}.
Position o new gasket on rear of
transmission and apply o thin coating
of lubricant to lip of oil seal. Install
adopter plate on rear of transmission.
Apply non-hardening sealer to cap
screws and install. Tighten to specified
torque.
Remove the main drive gear bearing
retainer. Install oil slinger on the main
drive gear with dished side towards
rear of transmission. Install the snap
ring on the main drive gear bearing
and position bearing on drive gear.
Using o piece of pipe or driver
sleeve, drive bea ring over main drive
gear and into case bore until snap
ring is flush against case. (Fig. 36).
Install the thickest of the four avail-
able snap rings that will fit into the
groove on the main drive gear shaft.
Slide ma in drive gear bearing re-
ta iner onto the shaft and hold tightly
against transmission. With o feeler

Incorrect
FIGURE 35- O il Seal Position
n1t2
FIGURE 36 - Installing Front Bearing
gouge, measure tne distance between
the retainer and the case. Select gas-
kets that will be .003" to .005" thicker
than space between retainer and case.
Position new gasket on main drive
gear bearing retainer. Coat threads
of cop screws with a non-hardening
sealing compound. Align oil return
hole of retainer with oil return hole
located in front face of transmission
case. Install cop screws and tighten to
8-15 Foot Pounds torque.
Install reverse shifting arm. Move
first and second speed synchronizer
sleeve towards rear of transmission
case to provide clearance. For installa-
tion of reverse shifting arm install new
"0" ring seal on reverse shifting arm
pivot pin. Place reverse shifting arm
into transmission case indexing shoe of
arm with groove in reverse idler gear.
Hold reverse shifting arm in position
and install pivot pin into case and
through arm. Install tapered pin from
rear of pivot pin boss and top in with
hammer until snug.
Position new gasket on power toke-
off cover and with non-hardening
sealer applied to cap screws, install to
transmission case. Tighten cop screws
MANUAL TRANSMISSIONS
Correct
17'2189
to 8-15 Foot Pounds torque.
Install transmission, drail" and fill
plugs. Pour a pint of recommended
gear lubricant over all gears in case
while rotating main drive gear. Position
synchronizer units in neutral position.
Place new gasket on top of trans-
mission case. Lower shift control hous-
ing down on top of case making sure
shift forks are started into synchronizer
sleeves and reverse shifting arm upper
end engages flat portion of reverse
shift roil. Install cap screws and tignten
alternately and evenly to 8-15 Foot
Pounds torque. Check operation of
transmission by shifting gears in all
ranges.
Install the transfer case drive gear
spacer, drive gear, washer and retain-
ing nut.
Using a new gasket, assemble the
transfer case to the transmission.
SHIFT CONTROL HOUSING
4-SPEED
Disassembly
The gear shift lever, spring, seat
and pivot were previously removed
during transmission removal procedure.
Remove the lock pins from the gear
shift forks and gear shift rod ends.
Remove the expansion plugs from the
front and rear of the control housing.
Remove bock-up light switch.
Remove the center (third and high)
shift rail first. Drive the roil rearward
out of the housing. As the roil is with-
drawn from the housing, remove the
interlock pin from the cross-over hole
in the roil. Before the roil is removed
from the center section of the housing,
6-11
place a finger over the hole to prevent
loss of the boll and spring.
Remove the first-second shift rail in
the some manner.
Remove the shift roil detent bolls
and springs and, with a piece of wire,
push the two interlock plungers out of
the pockets in the center section of
the housing.
In the reverse shift roil end is a
spring-loaded plunger which prevents
occidental engagement of reverse
gear. Should this port require servicing,
proceed as follows.
Remove the cotter pin from the roil
end assembly and at the some time
hold a finger over the hole to prevent
loss of the spring. Then shake out the
spring and boll. Compre.ss the plunger
and spring until the C-wosher just
clears the end of the costing. Remove
the C-wosher.
Assembly
Prior to assembly, inspect the trans-
mission breather assembly for damage,
and replace if necessary.
Place Nre re<~-er98 plunger spri.l?g
on the plunger. Insert the plunger
through the costing and install the
C-washer.
Insert the boll and spring into the
roil end. Compress the spring and in-
stall a new ootter pin.
Position the interlock plungers in
the pockets in the center section of the
housing.
Place the reverse shift roil detent
spring and boll in the housing. Com-
press the boll and spring into the bore
and slide the shift roil into the hous
ing just through the center section.
Slide the roil into the reverse roil end
pnd install the lock pin.
Install the first-second shift roil de-
tent spring, boll, shift fork, roil end,
shift roil and lockpin the some manner.
Insert the interlock pin into the cen-
ter (third and high) shift roil. Install the
shift roil detent spring, boll, shift fork,
shift roil and lock pin.
Install the bock-up light switch and
new expansion plugs.
The gear shift lever pivot pin, lever,
spring, seat and cop should be in-
stalled after the transmission assembly
is installed.
6-12 MANUAL TRANSMISSIONS

loclc Pin--""'"" 'O

~
Rever>e Rail End

Reverse Plunger Spring ----a~

ReverH Plunger - A
Direct and Third Shift Fork

Shift Rail Poppet Springs

Shift Rail Plugs

I
low and Se<ond Shift Rail

FIGURE 37- Four-Speed Transmission Shift Control Housing- Assembly Sequence

SPECIFICATIONS
Three-Speed Four-Speed

Model T-14A T-15A T-18

Type Synchromesh Synchromesh Synchromesh
Speeds 3 Forward - 1 Reverse 3 Forward - 1 Reverse 4 Forward - 1 Reverse
Ratios:
First 3.100to 1 2.997 to 1 4.02 to 1
Second 1.612 to 1 1.832 to 1 2.41 to 1
Third 1.000 to 1 1.000 to 1 1.41 to 1
Fourth -- -- 1.00 to 1
4.73 to 1
Reverse 3.100to 1 2.997 to 1
 MANUAL TRANSMISSIONS 6-13

W-331 Main Drive Gear

and Main Shaft Beoring
Installer

W-336 or W-337
Revene Idler Geor
BeoriniJ Arbor

W-335 Countershoft Gear W-329 Main Drive Geor

W-333 or W-33.4 Needle Beoring Arbor and Main Shaft Beoring
Synchronizer Gear Remover
Protector Yoke
72212

FIGURE 38- Manual Transmission Tools

6-14 MANUAL TRANSMISSIONS

TECHNICAL SERVICE LETTER REFERENCE

Date letter No. Subject Changes information on Page No.

-
 AUTOMATIC TRANSMISSION 7-1

Page
GENERAL ........................................ 1
Towing the Vehicle .............................. 1
GENERAL DESCRIPTION ............................ 1
Planetary Gear Train ............................ 2
Sprag and Roller Clutches ........................ 3
Power Flow . ................................... 3
HYDRAULIC SYSTEM ............................... 3
Pressure Control ............................... 3
Vacuum ~ulotor ............................. . 4
Governor Assembly .............................. 4
Function of Valves and Control Units .............. .4
SERVO OPERATION ................................ 5
DETENT AND REGULATOR VALYES ................... 6
TRANSMISSION LINKAGE ADJUSTMENT .............. 6
ROAD TEST ...................................... 6
DIAGNOSIS ...................................... 7
Page
MINOR MAINTENANCE AND ADJUSTMENTS ........ .. 17
TRANSMISSION REMOVAL AND INSTALLATION ....... 18
DISASSEMBLY .................................... 18
SUB-ASSEMBLY OVERHAUL ......................... 23
Gear Unit Disassembly .......................... 23
Governor ..................................... 24
Rear Servo ..... ...... ........................ . 25
Control Valve ................................. 25
Oil Pump ..................................... 26
Forward Clutch ................................ 28
Direct Clutch and Intermediate Sprag .............. 30
Center Support ..... ............................ 32
Reaction Carrier, Roller Clutch and Output Carrier ... 33
ASSEMBLY ...................................... 38
SPECIFICATIONS ................................. 41

GENERAL
Before attempting any service or
repair on the automatic transmission,
it is extremely important that this sec-
tion be read carefully and the opera-
tion of this transmission be thoroughly
understood.
All automatic transmissions used
hove three-speeds forward and one-
speed reverse. The shifting is accom-
plished by manually selecting the gear
desired with the shift lever mounted
on the steering column. linkage from
the lever shifts the transmission in the
gear selected. The automatic trans-
mission then hydraulically changes the
gears, selecting the proper gear ratio
for the accompanying conditions.
This section carries information on
theory of operation, including detailed
description of the mechanical functions;
maintenance and ad justments, and
overhaul. It is most important that
vehicles having o combination auto-
matic transmission and 4-wheel drive
use the proper terminology when de-
scribing various operational terms. To
avoid possible confusion it is suggested
the following terminology be used.
Automatic Transmission Gear Selec-
tions: Pork, Reverse, Neutral, Drive,
Drive 2, and Drive 1.
Transfer Case: 2WD, 4WD High,
Neutral, 4WD low.
Each automatic transmission has its
own serial number. This number is
stomped on o plate, at right side of
transmission case, to front of governor
assembly.
Any communication concerning o
automatic transmission should include
the serial number.
Towing The Vehicle
The vehicle may be towed forward
in the normal manner without damage
to the 4-wheel-drive mechanism. The
automatic transmission and transfer
case must be in neutral position.
Should it be necessary, however, to
lift the rear wheels and tow the
vehicle in reverse, be sure to remove
the front axle shaft driving flanges to
prevent the front differential from ro-
tating.
Should the driving flanges be re-
moved, o cover should be improvised
that will prevent dirt from entering the
wheel bearings. The vehicle con be
towed forward or backward at reason-
able safe speeds (such as specified by
state low) for any d istance.
GENERAL DESCRIPTION
The automatic transmission is o fully
automatic unit consisting primarily of o
3-element hydraulic torque converter
and o compound planetary gear set,
Fig. 1. Three multiple-disc clutches, one
sprag, one roller dutch and two bonds
provide the friction elements required
to obtain the desired function of the
compound planetary gear set.
The torque converter couples the
engine to the planetary gears through
oil and provides hydraulic torque mul-
tiplication when required. The com-
pound planetary gear set produces
three forward speeds and reverse,
(Fig. 2).
The 3-element torque converter con-
sists of o pump or driving member, o
turbine or driven member, and o stator
assembly. The stator is mounted on o
one-way roller dutch which will a llow
the stator to turn clockwise, but not
counterclockwise, when viewed from
the front.
The torque converter housing is filled
with oil and is attached to the engine
crankshaft by o flex p late; thus it al-
ways rotates at engine speed. The
converter pump is on integral port of
the converter housing; therefore the
pump blades, rotating at engine speed,
set the o il within the converter into
motion and direct it to the turbine,
causing the turbine to rotate.
As the oil posses through the turbine,
it is traveling in such o d irection that
if it were not redirected by the stator
it would hit the rear of the converter
pump blades and impede its pumping
action, (Fig. 3). So at low turbine
speeds, the oil is redirected by the
stator to the converter pump in such
o manner that it actually assists the
converter pump to deliver power or
multiply engine torque.
As turbine speed increases, the dt-
rection of the oil leaving the turbine
changes and flows against the rear
side of the stator vanes in o clockwise
direction. Since the stator is now im-
peding the smooth flow of oil, its roller
clutch releases and it revolves freely
on its shaft. Once the stator becomes
inactive, there is no further multiplica-
tion of engine torque within the conver-
ter. At this point, the converter is
merely acting as o fluid coupling as
both the converter pump and turbine
ore being driven at approximately the
some speed - or at o one-to-one ratio.
A hydraulic system pressurized by o
gear type pump provides the working
 7-2 AUTOMATIC TRANSMISSION

Clutch Front Bond lntermediote Clutch Rea r Band

Output Shaft

FIGURE 1 - Automatic Transmission - Cross Sectional View

Pla net Pinion Interna l Gear
lotor valve, and to the shift valves so
that all torque requirements and shift
Sun Gear
speed requirements of the transmis-

sion ore met and smooth shifts ore ob-
tained at all throttle openings.
The detent solenoid is activated by
on electric switch on the carburetor.
nt16
When the throttle is fully opened, the
FIGURE 2 - Planetary Gear switch on the carburetor is closed, ac-
Arrangement tivating the detent solenoid and ca us-
pressure required to operate the fric- ing the transmission to downshift at
tion elements ond automatic controls. speeds below approximately 70 mph.
External control connections to trans-
mission o re:
Planetary Gear Train
Manual Linkage- To select the desired
operating range. Gear ratios ore obtained through
Engine Vacuum - To operate a vac- planetary gears in the automatic tra ns-
uum modulator unit. mission. A planetary gear tra in con-
12-Volt Electrical Sig nal - To operate sists of three members: sun gear, a
on electrical detent solenoid. planet carrier with four planet pinion
Approximate gear or torque ratios gears, and on internal gear. The gear
of the tra nsmission ore: FIGURE 3 - Converter Components is surrounded by and meshes with the
First - 2.5:1 planet pinion gears, which rotate freely
Second 1.5: 1 A vacuum modulator is used to auto- on pins attached to a common support
Third - 1:1 matically sense any change in the called the planet carrier. A port with
Reverse - 2.08: 1 torque input to the transmission. The gear teeth machined on the inside cir-
vacuum modulator transmits this sig- cumference surrounds the assembly
NOTE: Second and third ore also na l to the pressure regulator for line and meshes with the planet pinion
mvltiplied. pressure control, to the 1-2 accumu- gears. This is called the internal gear,

because of its internal teeth.
A planetary gear train is compact
ond sturdy because the load is distri-
buted over several gears instead of
onlv two as in the sliding gear type of
gear train. Planetary gears ore smaller
ond occupy less space; and con trans-
mit more tooth lood because there is
more area in contact at all times.
Planetary gears are always completely
in l)'lesh; thus there is no possibility of
tooth damage due to gear clash or
partial engagement. The common axis
for all members of the planetary train
makes the unit more compact and fa-
cilitates its use as a coupling when
any two of its members are locked
together.
A planetary gear train con be used
to increase power and decrease speed
in either of two ways: One method of
obtaining speed reduction (power mul-
tiplication) is to hold the internal gear
stationary while power is applied to
the sun gear. As the sun gear turns,
the planet pinion gears, which are in
mesh with it, rotate on their respective
pins. Since they are also in mesh with
the held internal gear, they must "ro-
tate around" inside the internal gear,
carrying the planet carrier with them
in the some direction of rotation as the
sun gear. The planet carrier then ro-
tates at a speed less than that of the
sun gear, and the planetary gear train
functions as a power-increasing, speed-
reducing unit.
The same result can be obtained by
holding the sun gear stationary and
applying power to the internal gear.
In this case, rotation of the internal
gear causes the planet pinion gears to
rotate on their respective pins and at
the same time "rotate around" the
sun gear, thus rotating the planet
carrier at a speed less than that of
the internal gear. The gear train then
functions as a power-increasing, speed-
reducing unit.
A planetary gear train can be used
to reverse direction of rotation when
the p lanet carrier is held stationary. In
this instance, if power is applied to
the sun gear, the planet pinion gears
rotate on their respective pins; but
since the carrier is stationary, they act
merely as idlers, transmitting power
to the internal gear and causing it to
rotate in the opposite direction.
NO TE: In the examples described
AUTOMATIC TRANSMISSION
above, one member has been held
stationary, the power applied to another
member, and token off the third mem-
ber.
A planetary gear train can be used
as a coupling for direct mechanical
drive when any two members are
locked together. Under this condition,
movement cannot take place between
the gears and the entire gear train
will rotate as a unit.
When none of the members are held
or locked together, the planetary gear
train will not transmit power; therefore
it is in neutral.
Sprag and Roller Clutches
A one-way sprag or roller clutch
a llows rotation of a unit in one d irec-
tion, and locks the unit from rotating
in the opposite direction. Sprag and
roller clutches are used to lock one
member of each planetary gear set for
reduction. In direct drive, the sprag
and roller clutches allow free rotation.
Power Flow
Refer to Fig. 1.
With the selector lever in drive
range, the forward clutch is applied.
This delivers turbine torque to the main
shaft and turns the rear internal gear
in a clockwise direction. (Converter
torque ratio is approximately 2:1 at
stall.)
Clockwise motion of the rear in-
ternal gear causes the rear pinions to
turn clockwise to drive the sun gear
counterclockwise. In turn, the sun gear
drives the front pinions clockwise, thus
turning the front internal gear, output
carrier, and output shaft clockwise in a
reduction ratio of approximately 2.5: 1.
The reaction of the front pinions
against the front internal gear is taken
by the reaction carrier and roller clutch
to the transmission case. (Approxi-
mate stall ratio is 5: 1.)
In second speed, the intermediate
clutch is applied to allow the inter-
mediate sprag to hold the sun gear
against counterclockwise rotation. Tur-
bine torque through the forward clutch
is now applied through the main shaft
to the rear internal gear in a clock-
wise direction.
Clockwise rotation of the rear inter-
nal gear turns the rear pinions clock-
wise against the stationary sun gear.
This causes the output carrier and
output shaft to turn clockwise in a
7-3
reduction ratio of approximately 1.5: 1.
In direct drive, engine torque is
transmitted to the converter through
the forward clutch to the main shaft
and rear internal gear. Because the
direct clutch is applied, equal power is
also transmitted to the sun gear shaft
and the sun gear. Since both the sun
gear and internal gears ore now turn-
ing at the same speed, the planetary
gear is set essentially locked and turns
as one unit in direct drive or a ratio
of 1:1.
In second speed, overrun braking
is provided by the front bond as it
holds the sun gear fixed. Without the
band applied, the sun gear would over-
run the intermediate sprag.
With the selector lever in low range,
the forward clutch is applied. This de-
livers turbine torque to the main shaft
and turns the rear internal gear in a
clockwise direction. (Converter torque
ratio is approximately 2:1 at stall.)
Clockwise motion of the rear internal
gear causes the rear pinions to turn
clockwise to drive the sun gear counter-
clockwise. In turn, the sun gear drives
the front pinions clockwise, thus turn-
ing the front internal gear, output
carrier, and output shaft clockwise in
a reduction ratio of approximately
2.5: 1. The reaction of the front pinions
against the front internal gear is taken
by the reaction carrier and roller clutch
assembly to the transmission case. (Ta-
tal stall ratio is approximately 5: 1.)
Downhill or overrun braking is pro-
vided in lo range by applying the rear
bond as this prevents the reaction
carrier from overrunning the lo roller
clutch.
In reverse, the direct clutch is ap-
plied to direct turbine torque to the sun
gear shaft and sun gear. The rear
bond is also applied, holding the re-
action carrier, from turning clockwise.
Clockwise torque to the sun gear
causes the front pinions and front in-
ternal gear to turn counterclockwise in
reduction. The front internal gear is
connected directly to the output shaft,
thus providing the reverse output gear
ratio of approximately 2.08:1. The
reverse torque multiplication at stall
(converter and gear ratios) is approxi-
mately 4.1: 1.
HYDRAULIC SYSTEM
Pressure Control
The transmission is automatically
7-4
controlled by o hydraulic system. Hy-
draulic pressure is supplied by the
transmission gear-type oil pump, which
is engine driven. Main line pressure is
controlled by o pressure regulator
valve train located in the pump. This
regulator controls line pressure auto-
matically, in response to o pressure
signal from o modulator valve, in such
o way that the torque requirements
of the transmission ore met and smooth
shifts ore obtained at all throttle open-
ings.
To control line pressure properly, o
modulator pressure is used which varies
in the some manner as torque input to
the transmission. Since the converter
torque output is the product of engine
torque and converter ratio, modulator
pressure must compensote for changes
in either or both of these.
To meet these requirements, modu-
lator pressure is regulated by engine
vacuum which is on indicator of en-
g ine torque and carburetor opening.
It is decreased by governor pressure
with on increase in vehicle speed be-
cause converter torque ratio does the
some.
Vacuum Modulator
The engine vacuum signal is pro-
vided by the vacuum modulator, con-
sisting of on evacuated metal bellows,
o diaphragm, and springs. These ore so
arranged that, when installed, the bel-
lows and one spring apply o force
which acts on the modulator valve to
increase modulator pressure. Engine
vacuum and the other spring act in
the opposite direction to decrease
modulator pressure, or low engine vac-
uum, high modulator pressure; high
engine vacuum, low modulator pres-
sure.
Governor Assembly
The vehicle speed signal to the mod-
ulator valve is supplied by the trans-
mission governor, which is driven by
the output shaft. The governor con-
sists of two sets of flyweights, twc
springs, and o regulator valve. Cen-
trifugal force on the flyweights is im-
posed on the regulator valve, causing
it to regulate a pressure signal that
increases with increasing speed.
Centrifugal force is proportional to
the square of vehicle speed. This
means that o given change in vehicle
speed results in o smaller change in
AUTOMATIC TRANSMISSION
governor pressure at low speeds than
at high speeds. Because of this char-
acteristic, a governor with o single set
of weights has less pressure change at
low speed than at high speed. To in-
crease the pressure change of the
governor signal at low speeds, the
flyweights are so designed that their
effective moss is greater at speeds be-
low approximately 720 rpm. than it
is above this speed. This is done by
arranging the primary weights so that
they oct through prelooded springs on
the secondary weights, which in tum
act on the valve. At approximately
720 rpm., the centrifugal force on each
primary weight exceeds the spring
force and the primary weights move to
o grounded stop. With the primary
weights grounded, the force on the
governor regulator valve is equal to
the spring forces plus the centrifugal
force on the secondary weights.
Function of Va lve and
Hydraulic Control Units
The pressure regulator regulates line
pressure according to a fixed spring
force and forces controlled by modu-
lator and reverse pressures. It controls
the flow of oil that charges the torque
converter, feeds the oil cooler, and
provides lubrication for the transmis-
sion.
The manual valve establishes the
range of transmission operation as
selected by the vehicle operator
through the manual selector lever.
The governor assembly generates o
speed-sensitive oil pressure that in-
creases with output shaft or vehicle
speed. Governor pressure is used to
vary the shift points and modulator
pressure regulation.
The modulator valve regulates line
pressure to a modulator pressure that
varies with torque to the transmission.
It senses forces created by vacuum
modulator bellows that increase modu-
lator pressure, by engine vacuum act-
ing on o diaphragm to decrease modu-
lator pressure, and by governor pres-
sure which is generated by the gover-
nor assembly. Governor pressure tends
to decrease modulator pressure.
The 1-2 shift valve controls the oil
pressure that causes the transmission
to shift from 1-2 or 2-1. Its operation
is controlled by governor pressure,
detent pressure, modulator pressure, Lo
oil pressure and o spring force.
The 1-2 regulator valve regulates
modulator pre.ssure to o pressure pro-
portional to modulator pressure, tend-
ing to keep the 1-2 shift valve in the
downshift position.
The 1-2 detent valve senses regu-
lated modulator pressure tending to
hold the 1-2 shift valve in the down-
shift position and provides on area
for detent pressure for detent 2-1 shifts.
The 2-3 shift valve controls the oil
pressure that causes the transmission
to shift from 2-3 or 3-2. Its operation
is controlled by modulator, intermedi-
ate, governor and detent pressure as
well as o spring force.
The 2-3 modulator valve senses mod-
ulator pressure to apply o variable
force proportional to modulator pres-
sure, which tends to hold the 2-3 shift
valve downshifted.
The 3-2 valve shuts off modulator
pressure from acting on the shift valve
trains after the direct clutch has been
applied. This allows fairly heavy
throttle operation in third speed with-
out downshifting. In third speed, modu-
lator oil above 105 psi., or detent oil
is directed to the shift valves to provide
the downshift forces.
The 1-2 accumulator valve regulates
drive pressure to o 1-2 accumulator
pressure, which increases as modulator
pressure increases to control the inter-
mediate clutch pressure during the 1-2
shift. Detent and lo oil pressures in-
crease accumulator pressure.
The detent valve shifts when line
oil is exhausted at the end of the
valve when the detent solenoid is en-
ergized. This directs detent pressure
to the 1-2 and 2-3 modulator valves,
and also allows the detent regulator
valve to regulate.
The detent regulator valve, when
the detent valve shifts, is freed to
allow drive oil to enter the detent
possoge, and thus becomes regulated
to o value of 70 psi. Detent pressure
will also flow into the modulator pos-
soge which flows to the shift valves.
lo oil moves the detent regulator open
to drive oil allowing drive oil to enter
the modulator and detent possoges.
The rear servo and accumulator as-
sembly serves three functions: (1) the
bond apply piston provides the bond
apply force to hold the rear bond in
reverse, (2) the band apply piston
provides the band apply force for
overrun band apply in Lo range first

gear, and (3) the accumulator piston,
in conjunction with 1-2 accumulator
oil, provides the accumulator function
for the apply of the intermediate
clutch.
The front servo serves two functions:
(1) intermediate clutch oil applies the
front servo to apply the front bond in
second Super and Lo range, and (2)
during a 2-3 sliift, direct clutch oil
utilizes the servo and accumulator pis-
tons as the accumulator for direct
clutch apply.
SERVO OPERATION
Front Servo
The front servo applies the second
overrun bond to provide engine brak-
ing in second gear in Super and lo
ranges. It is also used as an accum-
ulat~r for the apply of the direct or
third clutch and in con junction with o
series of check balls controlling orifices
is a port of the timing for the release
of the direct or third clutch.
To prevent the apply of the second
overrun bond in Neutral, Drive and
Reverse ranges, oil is directed from the
manual valve to the release side of
the servo piston.
In drive range, the servo release oil
from the manual valve is used to
charge the servo in preparation for the
apply of the direct clutch.
Direct clutch oil is directed to the
front servo accumulator piston where
spring force, plus third clutch pres-
ures, stroke the piston up against the
force of servo release oil. This lowers
the clutch apply pressure for o smooth
engagement.
The release of the direct clutch and
the exhausting of the front servo ac-
cumulator is slowed down by three
check bolls and three orifices, which
permits a soft return of the drive lood
to the intermediate sprag and also al-
lows engine rpm. to increase during a
detent 3-2 downshift in preparation for
the lower gear ratio, which results in a
smooth shift and better acceleration.
Reverse- Neutral- Drive -
First Speed
Servo oil from the manual valve in
Drive range charges the accumulator
by stroking the servo ond accumulator
pistons against the accumulator spring.
This prepares the accumulator for the
controlled apply of the direct clutch
AUTOMATIC TRANSMISSION
on a 2-3 shift. The charging of the ac-
cumulator in Drive range, first gear,
also makes it possible to have a con-
trolled 1-3 "let up" shift as the ac-
cumulator is prepared for direct clutch
apply in first gear.
Servo oil and the servo release
spring prevent the apply of the bond in
second gear Drive range when inter-
mediate clutch apply oil is directed
between the servo and accumulator
pistons.
Servo oil in Reverse and Neutral
ranges is incidental.
Drive Range - Second Speed
Servo oil charging the accumulator
is present in first and second gears
and has the servo and accumulator
pistons stroked against the accumulator
spring.
In second gear, intermediate clutch
oil is directed between the servo and
accumulator pistons but does not sepa-
rate the pistons; the force of servo oil
holding the piston down is equal to
the force in intermediate clutch oil at-
tempting to stroke the servo piston.
Drive Range- Third Speed
Direct clutch pressure rises to a value
such that the force from it, plus the
accumulator spring force, overcomes
the force from the servo pressure and
moves the accumulator piston to the
stop on the accumulator piston pin.
This, in turn, strokes the servo piston
the same amount of travel, which al-
lows it to just contact the bond-apply
washer on the servo pin, but it will
not move the pin and apply the band.
The stroking of the accumulator pis-
ton absorbs some direct clutch ail and
permits the direct clutch to apply at
reduced pressure for a smooth 2-3
shift.
Drive Range - 3-2
The release of the direct clutch is
softened by the front servo, three ori-
fices, and three check bolls to allow a
smooth transfer of the drive lood to
the intermediate sprag. The controlled
release pressure lets the engine in-
crease its rpm. during detent down-
shifts to prepare for the lower gear
ratio of second gear, which results in
o smooth shift and better acceleration.
Servo o il seats a check boll, inter-
mediate clutch oil seats another check
ball, and oil must pass through the
7-5
two orifices which slows the stroking
of the servo and accumulator pistons.
The exhausting direct clutch oil from
the accumulator and the direct clutch
seats o third check boll, and the ex-
hausting direct clutch oil passes
through an orifice which controls the
clutch pressure during the direct clutch
release.
Super Range- Second Speed
Intermediate clutch oil from the 1-2
shift valve seats the check boll, passes
through on orifice, and applies the
front band. The pressure applying the
band is reduced by the action of the
accumulator piston, which is moved by
orificed flow of intermediate clutch oil
and resisted by the accumulator spring
and exhausting orificed direct clutch
oil in a manual downshift 3-2 for a
smooth apply of the bond for Super
range engine braking.
Rear Servo
The rear servo applies the rear bond
for overrun engine braking in La range
first gear. It applies the band in Re-
verse to hold the reaction carrier to
provide the reverse gear ratio.
On the 1-2 shift in Drive and Super
ranges, it serves as an accumulator for
the intermediate clutch to provide a
smooth shift.
Drive - D-1 - First Speed
In first gear Drive and Intermediate
ranges, 1-2 accumulator oil is directed
to the rear servo accumulator piston in
preparation for the 1-2 shift.
Drive - D-2 - Second Speed
Intermediate clu~h apply oil is di-
rected to the rear servo accumulator
piston, stroking the piston against 1-2
accumulator oil and the accumulator
spring. This action absorbs some inter-
mediate clutch apply oil and permits
the intermediate clutch to apply at re-
duced pressure for a smooth 1-2 shift.
lo - First Speed
Overrun engine braking in La range
first gear is provided for by the rear
servo applying the bond to hold the
reaction carrier from clockwise rotation,
viewed from front of the car.
The 1-2 accumulator oil is directed to
the accumulator piston, which attempts
to prevent the servo from applying.
lo range oil directed to the servo
piston, which has the larger area, ap-
7-6
plies the band. Because 1-2 accumula-
tor oil is present, the force applying
the band is lowered. This provides a
smooth apply.
Lo - Second Speed
In second gear, the rear band is re-
leased. Intermediate clutch oil is di-
rected to the release side of the servo
piston which, with 1-2 accumulator oil,
balances out the lo range oil on the
apply side of the servo piston, and the
servo release spring strokes the servo
piston to the released position.
Reverse
In reverse, the rear band is applied
to hold the reaction carrier. Reverse
oil is directed to the servo piston to
apply the band. To ensure the band
holding the reaction carrier for the
reverse gear ratio, line pressure is in-
creased in Reverse and no other oil
pressures ore present in the servo to
resist the apply of the servo piston.
1-2 Accumulator
The 1-2 accumulator oil charges the
rear servo accumulator in first gear in
preparation for the apply of the in-
termediate clutch on the 1-2 shift. The
1-2 accumulator oil pressure is used to
obtain greater flexibility in attaining
the desired curve for various engine
requirements. Drive oil is directed to
the 1-2 accumulator valve and is
regulated to become 1-2 accumulator
oil. Modulator pressure is directed to
the 1-2 accumulator valve. This results
in 1-2 accumulator pressure being en-
gine-torque conscious, and adjusts for
smooth, durable shifts according to
engine-torque output.
Detent oil is directed to the 1-2
accumulator valve to raise 1-2 accumu-
lator pressure during detent 1-2 shifts
for clutch durability. lo range oil is
directed to the 1-2 accumulator valve
during lo range operation to raise
1-2 accumulator pressure to line pres-
sure; this increased pressure, directed
to the rear servo accumulator piston,
resists servo apply pressure ond slows
down the apply of the rear band for a
smooth monuai shift to lo range first
gear, or for a 2-1 shift in lo range.
DETENT AND DETENT
REGULATOR VALVES
When the accelerator pedal is de-
AUTOMATIC TRANSMISSION
pressed a ll the woy to the floor, the
detent valve train replaces the modu-
lator os o controller of shift points.
line pressure is fed through a small
orifice to one end of the detent valve.
In normal throttle operation, the cavity
ot this end of the valve is sealed by a
needle valve in the detent solenoid as-
sembly. This line pressure holds the de-
tent valve train in on inoperative or
normal position.
When the throttle is opened wide,
on electric switch on the carburetor is
closed, energizing the detent solenoid.
The needle valve is opened by the sole-
noid, causing o pressure drop on the
end of the detent valve. The detent
regulator valve spring then shifts the
detent valve, and causes the detent
regulator to regulate detent oil to o
fixed pressure of approximately (:IJ
psi. When the detent valve shifts, it
routes this fixed or detent pressure into
the modulator passages. The detent
valve train also routes detent pressure
into the detent passages to the shift
valve train. The detent upshift points
ore controlled by detent pressure in
the modulator passages, and the de-
tent downshifts by detent pressure in
the detent possoges. The shift points
ore fixed at relatively high speeds.
Detent pressure is directed to the 1-2
accumulator valve to increase 1-2 ac-
cumulator pressure for clutch durabil-
ity during detent shifting. Detent pres-
sure is directed to the modulator valve
to prevent modulator pressure from
dropping below approximately (:IJ psi.
which, in turn, prevents line pressure
from dropping below approximately
105 ps1.
In lo range operation, lo oil is di-
rected to the detent regulator valve
and spacer, the spring then moves the
detent and regulator valves to the op-
posite end of the valve bore. lo oil is
also directed to the detent regulator
valve, to possoge which is used os on
exhaust when the valve is regulating.
lo oil in these two oreos prevents the
detent valve from regulating, ond drive
oil posses through the detent regulator
valve into the detent and modulator
passages at lo range pressure of 150
psi. This increase in detent ond modu-
lator pressures will downshift the 1-2
valve ot speeds below approximately
40 mph., ond will prevent the trans-
mission from upshifting out of first gear
regardless of vehicle speed.
TRANSMISSION LINKAGE
ADJUSTMENT
The adjustment on vehicles equipped
with automatic transmission is accom-
plished by adjusting the length of the
shift rod, with the transmission shift
lever ond selector lever in their neutral
positions. Procedure for making the
adjustment is given below:
Remove the cotter pin, flat washer
and spring washer from the adjusting
block at the transmission end of the
shift rod, and remove the block from
the shift lever.
Make sure the transmission shift lever
is in the neutral detent position.
Place the selector lever in the neutral
position and hold it firmly forward
against the stop.
loosen the lock nuts at either end
of the adjusting block, ond position
the block on the shift rod so it may be
freely inserted on the transmission shift
lever without moving the lever. Tighten
the nuts to 6-12 Foot Pounds torque.
Operate selector lever to be sure
transmission detents ore engaging in
their respective positions.
ROAD TEST
Shift Pattern Check
DRIVE RANGE:
Position selector lever in DRIVE
RANGE and accelerate the vehicle
from 0 MPH. A 1-2 ond 2-3 shift should
occur at all throttle openings. (The shift
points will vary with the throttle open-
ing). As the vehicle decreases in speed
to 0 MPH, and 3-2 and 2-1 shifts
should occur.
INTERMEDIATE RANGE:
Position the selector lever in INTER-
MEDIATE RANGE and accelerate the
vehicle from 0 MPH. A 1-2 shift should
occur at oil throttle openings. (No.
2-3 shift con be obtained in this range).
The 1-2 shift point will vary with
throttle opening. As the vehicle de-
creases in speed to 0 MPH, o 2-1 shift
should occur. NOTE: The 1-2 shift in
INTERMEDIATE RANGE is somewhat
firmer than in DRIVE RANGE. This is
normal.
LO RANGE:
Position the selector lever in LO
RANGE and accelerate the vehicle
from 0 MPH. No upshift should occur
in this range, except in some vehicles
 AUTOMATIC TRANSMISSION 7-7

which hove o high numerical axle ratio
and/or high engine RPM.
2ND GEAR - OVERRUN BRAKING:
Position the selector in DRIVE
RANGE, and with the vehicle speed at
approximately 35 MPH, move the selec-
tor lever in INTERMEDIATE RANGE.
The transmission should downshift to
2nd. An increase in engine RPM
and on engine braking effect should
be noticed. line pressure should change
from approximately 70 PSI to approxi-
mately 150 PSI in 2nd.
1ST GEAR - OVERRUN BRAKING:
Position the selector lever in INTER-
MEDIATE RANGE at approximately 30
to 40 MPH, with throttle closed, move
the selector lever to Lo. A 2-1 down-
shift should occur in the speed range of
approximately 40 to 20 MPH, depend-
ing on axle ratio and valve body coli-
brotion. The 2-1 downshift at closed
throttle will be accompanied by in-
creased engine RPM and on engine
braking effect should be noticed. line
pressure should be approximately 150
PSI. Stop vehicle.
REVERSE RANGE:
Position the selector lever in REVERSE
POSITION and check for reverse op-
eration.

I PRELIMINARY CHECKING PROCEDURE I

I I
Check Trans. Oil Level
See Page 15
I
I
I Check Outside Manual Linkage and Correct - See Page 16 J
I
I Check Engine Tune } CAUTION: Total running
time for this combinotion
I not to exceed 2 minutes.
I Install Oil Pressure Gog~ I
l
I
I
Connect Vacuum Gage with ''T" Fitting into Modulator line
and Tachometer to Engine
I
I
Check Oil Pressures In Following Manner
Rarrge QjJ Pre$Wre Normal P.S.I.
........
Drive- Brakes Applied
60 T090
Engine at 1000 RPM
Super or Lo - Brakes Applied
135 TO 160
Engine at 1000 RPM
Reverse - Brakes Applied
95 TO 150
Engine at 1000 RPM ,...,
Neutral - Brakes Applied
55 TO 70
Engine At 1000 RPM
Drive Idle
Set Engine Idle To 60T085
Specifications
Drive - 30 MPH
55 TO 70
Closed Throttle or On Hoist*
* The Drive-30 mph closed throttle pressure reading may be taken during o rood test or:
1. Vehicle on hoist - driving wheels off ground, foot off broke, in drive range.
2. Engine 2000 rpm.
3. Close throttle (foot off accelerator) and toke pressure reading engine 2000- 1200
rpm.

NOTE: With closed throttle and driving wheels off the ground, engine RPM will drop rapidly.
Preswre reading must be token within RPM's indicated and with closed throHie.
 TRANSMISSION MALFUNCTION RELATED TO OIL PRESSURE
(Pressures Obtained By The Preliminary Checking Procedure on Page 7)

Drive Reverse Super or Lo Neutral Drive Pressure Drop

Brakes Brakes Brake s Brakes 30MPH Drive Occurs While
Ap plied Applied Applied Applied Closed Idle Engine RPM Possible Cause
Malfunction 1000 RPM 1000 RPM 1000 RPM 1000 RPM Throttle Increases From of Malfunction
1000 to 3000 RPM
Oil Oil Oil Oil Oil Oil Wheels Free
Pressure Pressure Pressure Pressure Pressure Pressure To Move

Malfunction In
Normal Normal Normal Normal Normal Normal Drop
Control Valve Assy.

Malfunction in
Governor or
Normal Normal Normal N ormal Normal Normal No Drop
Governor Feed
No 1-2 Upshift System
and/ or Delayed
Upshift Malfunction in
High Normal Normal Normal High - - Detent System

Malfunction in
Modulator or
High High Normal High - - - Vacuum Feed System
to Modulator

Oil Leak in Feed

Slipping - Reverse Normal Low Normal Normal Normal - - System to The
Direct Clutch

Oil Leak in Feed

Low to Low to
Slipping - 1st Gear Low Normal
No rmal
Normal
Norma l - - System to The
Forward Clutch

Downshift With
Stator and
Zero Throttle a nd
No Engine Braking
N ormal Normal Normal Normal High High - Detent Wires
Sw itched
In Drive

**Drive Range, Vacuum Line Disconnected To Modulator.

 AUTOMATIC TRANSMISSION 7-9

NO 1-2 UPSHIFT AND/OR DELAYED UPSHIFT

OR 1-2 & 2-3 UPSHIFT- FULL THROTILE ONLY

l Check trans. oil level.

I
Disconnect elect. plug
from trans. and test vehicle.

No upshift Normal upshift occurs.

With brakes applied, Check and correct detent switch

check line pressure in dr. at 1000 RPM. or wiring - check for solenoid click.

Road Test
60-90 PSI

See Page 16 for governor - control

valve assembly check procedure.

I 90-150 PSI.
J
I
With brakes applied,
check line pressure in neut. at 1000 RPM.
I
I
I 55-70 PSI
1 I 70-160 PSI. _t-- Check for vacuum leaks or
no vacuum. See page 16.
I
~ DETENT SYS. J
1
I Check mod. for leaking Check modulator valve
Check solenoid for diaphragm or bent neck. for freeness.
function or damage. See page 17.

I
Check "line to detent" orifice Check case for damage
in spacer plate. or porosity at mod. valve.

I
Check detent valve train.
7-10 A UTOMATIC TRANSMISSION

1-2 SHIFT COMPLAINT

I
I
Firm shift: Quick, harsh and Check trans. oil level. Soft shift: Slips, or long drawn out
generally aggressive, or delayed. shift with end bump

I
Check & correct vacuum.
l
I Check engine tune. 1
I
Check vacuum system for response at
Recheck shift feel. modulator - vac. should vary and
respond rapidly to quick changes in
1 throttle openings.
With brakes applied,
Check line pressure
I
in drive at 1000 RPM. I Poor
l
I Normal J

I
I
High I I
l Check vacuum pipe for W ith brakes applied,
l Normal J I r---
restriction & correct. check line pressure

I Check for cause of high I in drive at 1000 RPM.

Remove control
pressure. See page 16. I I
valve assembly I l
and solenoid Check mod. assy. Page 17. low
J I Normal I
I l I
Correct cause of low Check control valve assy.
pressure - page 16. bolt torque.
Check 1-2 accum.
system in
control valve assy. I
l Remove control valve assembly and detent solenoid.
~
Rear accum.- stuck
piston or leak. Check rear accum. piston,
rings & case bore.
t--
H ~ear accum. feed restricted ~ ~
Check 1-2 accum. valve system.
Check front accum. piston & oil rings.
m trans. case Check spacer plate for
-
Check for correct
blocked orifice.
H Check for damaged rear
servo p iston or oil seal ring.
J
~ number and correct
location of check balls.
-
Check center support bolt torque and
support looseness. A ir check int. clutch

I for leakage at seals.

I OK I
I I Excessive : I
I Normal f
Remove trans.
Inspect int. clutch.
Check int. clutch for proper type
If burned check Remove and inspect int. clutch and
clutch plates and number of release
cause - page 15. center support - check case to support
springs or cocked release springs -
face. Check for missing orifice cup plug
(page 3 1). Check int. clutch
I in center support.
piston for flatness.
Check for proper
no. and type
of plates.
See page 31.
y Intermediate clutch plates
burned - check cause, page 15.
r-
 AUTOMATIC TRANSMISSIO N 7-11

2-3 SHIFT COMPLAINT

I
I Check trans. oil level. I
Firm shift: Quick harsh and
generally aggressive.
~ Check engine tune.
I
r--- Soft shift: Slips, or extended
time during shift with end bump.
I
I 1
With brakes applied, With brakes applied,
check line pressure
in drive at 1000 RPM. I check line pressure
in drive at 1000 RPM I
I Normal 1 r Low ]
I J I
l Normal J I High I
I
Remove control valve
assembly carefully.
Correct cause of
low pressure. Page 16.

I
I Remove control
valve assembly.
I Check cause of
high pressure.
Page 16.
Check control
valve ossy. for -
Check for broken or
missing front servo
spring or leak at
Remove trans.
Inspect for
leak-case to
damaged or servo pin. center sup-
leaky passages.
Stuck valves. I
Air check
- port. Broken,
undersize
Front cecum. piston Check control I dir. d. for oil rings.
Damaged,
stuck - cecum. spring valve ossy. drilled Check spacer plate excessive leak.
for damage, blocked Missing piston
broken or missing. ho~ to cecum. I
d ir. clutch feed
orifice or mispo-
- If leak is
excessive.
~
seals.

Air check direct clutch for leak to outer stitioned gasket. Remove trans.
T
area of clutch piston. Leak could be at Inspect dir. cl. for
If leak is
center piston seal - 2nd ring on center ~ proper no. & type of
not excessive.
support or damaged support. clutch plates, page
31.

-Control Valve Assy. -

1ST & 2ND SPEEDS ONLY, NO 2-3 - Stuck 2-3 valve,

gaskets mispositioned or
leaking.
- - Direct Clutch Burned -
Check cause - Page 15.

I I
I Check engine ~
Restricted
exhaust
- Improper Vacuum -
Check cause, Page 16.
No. 2-3 at heavy throttle.
performance.
system.

I NO DETENT DOWNSHIFTS I
I Light on. ~
I
I I
Vehicle on lift, ignition on
(engine not operating).
I ~ Light Off. ]

- Detent Solenoid - I
I
Defective connections, inoperative - Detent Switch -
Disconnect elect. plug from trans. -
shorted wire, open wire, valve stuck, 1. Maladjusted - refer to page
Connect test light to "detent" terminal
orifice plugged. 17 for adjustment procedures.
of disconnected wire harness -
2. Defective switch, connections,
I
~ -Control Valve Assy.-
Check detent valve train -
I See illustration below.

I
Depress accelerator fully.
fuse, shorted wire*

*Shorted solenoid wire can cause

fuse to below.
7-12 AUTOMATIC TRANSMISSION

( NO DRIVE IN DRIVE RANGE j

I
Check trans. oil level.
See page 15.

I
I
Check outside manual linkage & correct.
See page 16.
I
1
J
I With brakes applied, check line
pressure in drive at 1000 R.P.M.

l I
Normal I Low
I
-Pump Assy. -
Forward clutch feed
I l
Correct cause of low
pressure - See page 16.
passage not drilled
or restricted.
I
- Forward Clutch Burned -
Check cause - See page 15.
I
Check lo roller clutch or lo sprag
clutch for damage or lo sprag
installed backwards.

l NO REVERSE OR SUPS IN REVERSE

I
I
f Check trans. oil level- Page 15. I
I
1
I Check outside manual linkage & correct -
page 16.
l
I With brakes applied, check line pressure I Low I
I
I
Normal I
I in reverse at 1000 RPM. I I
I
l Correct cause - Page 16. I
I
CONTROL VALVE ASSEMBLY FORWARD CLUTCH
1. 2-3 Valve train stuck open (This will also r-- Clutch Does Not Release (Will also cause
cause o 1-3 upshift in drive range) . drive in neutral).
2. Reverse feed passage - cross channel
leak, porosity in case or valve body pas-
soge, gaskets leaking.
I Direct clutch burned.
Check cause- Page 15.
I
I REAR BAND
REAR SERVO & ACCUMULATOR
1. Servo piston seal ring damaged or miss- Broken, burned, loose lining, apply pin or
anchor pins not engaged.
ing.
2. Short bond apply pin (This may also cause
no overrun braking or slips in overrun
- I
braking - Lo range). CENTER SUPPORT
3. Defective rear servo piston or bore. Oil seal rings or grooves damaged or worn.
 A UTOMATIC TRANSM ISSION 7-1 3

NO ENGINE BRAKING - INTERMEDIATE NO ENGINE BRAKING - LO RANGE -

RANGE- SECOND GEAR 1ST GEAR

- CASE ASSEMBLY -
-FRONT SERVO & ACCUMULATOR-
Lo-reverse check boll mispositioned or miss-
Oil rings and/or bores leoking or front ing. Case damaged at lo-reverse check boll
servo piston cocked or stuck.
area.

- REAR SERVO -
Incorrect combination of front servo and oc- Oil seal ring, bore or piston damaged. Rear
cumulotor ports. bond apply pin short, improperly assem-
bled.

- FRONT BAND- - REAR BAND -

Broken, burned (check for cause), not en- Broken, burned (check for cause), not en-
gaged on anchor pin and/or servo pin. gaged on anchor pins ond/or servo pin.

DRIVE IN NEUTRAL WON'T HOLD IN PARK OR WON'T

RELEASE FROM PARK

I
Check outside manual linkage & correct.
Page 16.

I Check outside manual linkage & correct.

- INTERNAL LINKAGE - Page 16.
Manual valve disconnected or end broken,
inside detent lever pin broken.

I
- PUMP ASSEMBLY -
Trans. lube pressure leaking into forward
clutch apply passage. - INTERNAL LINKAGE -
I. Parking brake rod assy. (Check actuator
for chamfer).
I 2. Parking pawl broken, chamfer omitted.
3. Parking broke bracket loose, burr or
- F.ORWARD CLUTCH - rough edges, or incorrectly installed.
Burned plates - check cause - page 15. 4. Parking pawl return spring missing,
broken or incorrectly hooked.
Incorrect clutch plate usage - see page 31.
7-14 AUTOMATIC TRANSMISSION

CAUTION: Be fore checking transm1ss1on for what is believed to be "trans. no1se,

make certain the noise is not from the water pump, alternator, air conditioner, power steer-
ing, etc. These components can be isolated by removing the proper belt and running the
engine not more than two minutes at one time.

I TRANSMISSION NOISY
l

Park, Neutral & All Driving Ranges During Acceleration - Any Gear

- PUMP CAVITATION-
Transmission or cooler lines grounded to
Oil level low (See page 15).
underbody.
Plugged or restricted fi Iter.*
Motor mounts loose or broken.
Intake pipe "0" ring damaged.
Intake pipe split, porosity in case intake
pipe bore.
Water in oil.
Porosity or voids at trans. case (pump face)
intake port.
Pump to case gasket off location.

- PUMP ASSEMBLY -
Gears damaged, or defective, driving gear
assembled backwards.
Crescent interference. Squeal at low Vehicle Speeds
Buzzing noise - orifice cup plug in pressure
regulator damaged or missing.
Seal rings damaged or worn. I
Speedometer driven gear shaft seal - seal
requires lubrication or replacement.
- CONVERTER -
loose bolts (converter to flywheel).
Converter damage.
Crocked or broken flex plate.

First, Second and/ or

Reverse

- PLANETARY GEAR SET -

Gears or thrust bearings damaged.
Front internal gear ring damaged.

*There is no approved way of checking or cleaning the filter. If the filter is suspected of
being plugged or restricted, it must be replaced.

DIAGNOSIS GUIDES
Causes of O il leaks
Transmission Oil Pan leaks
Attaching bolts not correctly torqued.
Improperly installed or damaged
pan gasket.
Oil pan gasket mounting face not
flat.
Case Extension leak
Attaching bolts not correctly torqued.
Rear seal assembly - damaged or
improperly installed. (Propeller
shaft yoke damaged}.
Gasket or seal - (extension to case}
damaged or improperly installed.
Porous costing.
'0" ring on output shaft damaged
(oil leak at yoke).
Case leak
Filler pipe "0" ring seal damaged
or missing; misposition of filler
pipe brocket to engine - "load-
ing" one side of the "0" ring.
Modulator assembly "0" ring seal
- damaged or improperly in-
stalled.
Connector "0" ring seal - damaged
or improperly installed.
Governor cover, gasket and bolts
- damaged, loose; case face
damaged or porosity.
leak at speedometer driven gear
housing or seal. leak at speedo
hole plug.
Manual shaft seal - damaged, im-
properly installed.
line pressure top plug - stripped,
shy sealer compound.
Vent pipe.
Porous case, or crocked at pressure
plug boss.
Front End leak
Front seal - damaged (check con-
verter neck for nicks, etc., a lso for
pump bushing moved forward)
garter spring missing.
Pump attaching bolts, and seals -
damaged, missing, bolts loose.
Converter - leak in weld.
Pump "0" ring seal - damaged.
(Also check pump o il ring groove
and case bore).
Porous costing (pump or case).
Pump - drain bock hole not open.
AUTOMATIC TRANSMISSION
Oil comes out vent pipe
Transmission over-filled - see page
15.
Water in oil.
Filter "0" ring damaged or im-
properly assembled causing oil to
foom.
Foreign material between pump and
case or between pump cover and
body, or variable stator solenoid
screws too long - holding pump
halves aport.
Case - porous, pump face im-
properly machined.
Pump - shy of stock, porous.
Pump to case gasket mispositioned.
Pump breather hole blocked or miss-
ing.
Hole in intake pipe.
Check boll in forward clutch housing
stuck open or missing.
Oil Cooler lines
Connections at radiator loose or
stripped.
Connections at case loose or
stripped.
Modulator Assy.
Diaphragm defective (See page 17).
Causes of Burned Clutch Plates
Forward Clutch
Check ball in clutch housing dam-
aged, stuck or missing.
Clutch piston crocked, seals dam-
aged or missing.
low line pressure (see page 16}.
Manual valve mispositioned.
Restricted oil feed to forward clutch
(examples: clutch housing to in-
ner and outer areas not drilled,
restricted or porosity in pump}.
Pump cover oil seal rings missing,
broken or undersize; ring groove
oversize.
Case valve body face not flat or
porosity between channels.
Manual valve bent and center land
not ground properly.
Intermediate Clutch
Constant bleed orifice in center
support missing.
7-15
Rear accumulator piston oil ring,
damaged or missing.
1-2 accumulator valve stuck in con-
trol valve assembly.
Intermediate clutch piston seals dam-
aged or missing.
Center support bolt loose.
low line pressure (See page 16).
Intermediate clutch plug in case miss-
ing.
Case valve body face not flat or
porosity between channels.
Manual valve bent and center land
not ground properly.
Direct Clutch
Restricted orifice in vacuum line to
modulator (poor vacuum re-
sponse}.
Check boll in direct clutch piston
damaged, stuck or missing.
Defective modulator bellows (see
page 17).
Center support bolt loose. (Bolt may
be tight in support but not hold-
ing support tight to case).
Center support oil rings or grooves
damaged or missing.
Clutch piston seals damaged or
missing.
Front and rear servo pistons and
seals damaged.
Manual valve bent and center land
not cleaned up.
Case valve body face not flat or
porosity between channels.
Intermediate sprag clutch installed
backwards.
3-2 valve, 3-2 spring or 3-2 spacer
pin installed in the wrong se-
quence in 3-2 valve bore.
Incorrect combination of front servo
and accumulator ports.
NOTE: If direct clutch plates and
front bond ore burned, check manual
linkage (see page 16).
NOTE: Burned clutch plates con be
caused by incorrect usage of clutch
plates. Also, anti-freeze in transmission
fluid con cause severe damage, such as
Iorge pieces of composition clutch plate
material peeling off.
Checking Transmission Oil level
1. Engine Running.
2. Vehicle on level Surface.
3. Brakes Applied.
7-16
4. Move lever Through All Ranges.
5. Place Transmission in " Park."
6. Check Oil level.
7. If O il Is low, Check for Possible
Causes - Refer to Page 15.
The oil level should be between the
"odd" and "full" marks at normal op-
erating temperature (170F .). This tem-
perature is obtained after at least 15
miles of expressway driving or equival-
ent city driving. Also, at normal oper-
ating temperature, the oil will heat
the gouge end of the dip stick to a
degree where the overage person con
not grasp it firmly with his bare hand
without discomfort.
If the transmission is not at oper-
ating temperature, the oil level should
be approximately Y.." below the "odd"
mark with the oil at approximately 75
F. (room temperature.) If the oil level
is correctly established at room tem-
perature (75F), it should be at the
"full" mark on the dip stick when the
transmission reaches normal operating
temperature (1 70F.).
CAUTION: Do not overfill transmis-
sion, as this w i(( cause foaming and
loss of oil through the vent pipe.
Manual Linkage Adjustment
The transmission manual linkage
must be adjusted so that the pointer
on the indicator quadrant and linkage
detents or stops corresponds with the
transmission inside detent lever detents.
If the linkage is not adjusted properly,
on internal leak could occur at the
manual valve which could cause a
clutch and/or front bond failure.
Cause of low line Pressure
low Transmission Oil level
Modulator Assembly - See Page 17 .
Filter
Blocked or restricted.
"0" ring on intake pipe and/or
grommet omitted or damaged.
Split or leaking intake pipe.
Wrong filter assembly.
Pump
Pressure regulator or boost valve
stuck.
AUTOMATIC TRANSMISSION
Gear clearance, damaged, worn
(pump will become damaged if
drive gear is installed backwards,
or if converter pilot does not en-
ter crankshaft freely).
Pressure regulator spring, too weak.
Not enough spacers in pressure reg-
ulator.
Pump to case gasket mispositioned.
Defective pump body and/or cover.
Mismatch pump cover/pump body.
Internal Circuit leaks
Forward clutch leak (pressure normal
in neutral and reverse - pressure
low in drive) .
Check pump rings.
Check forward clutch seals.
Direct clutch leak (pressure normal
in neutral, low, int. and drive -
pressure low in reverse).
Check center support oil seal
rings.
Check direct clutch outer seal
for damage.
Check rear servo and front
accum. pistons and ring.s for
damage or missing.
Case Assembly
Porosity in intake bore area.
Check case for intermediate clutch
plug leak or blown out.
lo-reverse check ball mispositioned
or missing (this will cause no re-
verse and no overrun braking in
lo range).
There is no approved way of check-
ing or cleaning the filter. If the filter
is suspected of being plugged or re-
stricted, it must be replaced.
Causes of High line Pressure
Vacuum leak
Full leak, vacuum line disconnected.
Partial leak in line from engine to
modulator.
Improper engine vacuum.
Vacuum operated accessory leak.
(Hoses, vacuum advance, etc.)
Damaged Modulator
Stuck valve.
Water in modulator.
Not operating properly. - See page
17.
Detent System
Detent switch actuated (Plunger
stuck) or shorted.
Detent wiring shorted.
Detent solenoid stuck open.
Detent feed orifice in spacer plate
blocked.
Detent solenoid loose.
Detent valve bore plug damaged.
Detent reg. valve pin short.
Pump
Pressure reg. a nd/or boost valve
stuck.
Incorrect pressure reg. spring or
valve.
Too many pressure reg. valve
spacers.
Pump casting bod.
Pressure boost valve installed bock-
wards or defective.
Ah.Jminum bore plug has hole or
otherwise defective.
Pressure boost bushing broken or
otherwise defective.
Control Valve Assembly
Control valve assy. to spacer gasket
off locotion.
Gaskets installed in reverse order.
Causes of Improper Vacuum
At Modulator
Engine
Tune up.
loose vacuum fittings.
Vacuum operated accessory leak
(hoses, vacuum advance, etc).
Engine exhaust system restricted.
Vacuum line To Modulator
leak.
loose fitting.
Restricted orifice, or incorrect orifice
sire.
Carbon build up at mod. voc. fitting.
Pinched line.
Grease in pipe (no or delayed up-
shift-cold).
Control Valve Assembly -
Governor line Pressure Check
1. Install line Pressure Gage

2. Disconnect Vacuum line to Modu-
lator
3. With Car on Hoist (Rear Wheels, Off
Ground), Foot Off Brake, In Drive,
Check Line Pressure At 1000 RPM.
4. Slowly Increase Engine RPM to 3000
RPM and Determine If A line Pres-
sure Drop Occurs [7 PSI or More)
5. If Pressure Drop Occurs, Disassem-
ble, Clean and Inspect Control
Valve Assembly.
6. If No Pressure Drop Occurs:
Inspect governor.
Stuck valve.
Weight freeness.
Restricted orifice in governor
valve.
Governor feed system.
Check screen in control valve as-
sembly or case.
Check for restrictions in governor
pipe.
Modulator Assembly Diagnosis
Procedure
Vacuum Diaphragm Leak Check
Insert a pipe cleaner into the vacuum
connector pipe as far as possible and
check for the presence of transmis-
sion oil. If oil is found, replace the
modulator. Transmission oil may be
lost through diaphragm and burned in
engine.
NOTE: Gasoline or water condense
tion may seHie in the vocuvm side of
the modulator. If this is found without
the presence of oil the modulator should
not be changed.
Atmospheric Leak Check
Apply a liberal coating of soap
bubble solution (obtainable at o 5c-
10c store) to the vacuum connector
pipe seam, the crimped upper to lower
housing seam, and the threaded screw
seal. Using a short piece of rubber
tubing, apply air pressure to the vac-
uum pipe by blowing into the tube and
observe for leak bubbles. If bubbles
appear, replace the modulator.
NOTE: Do not use any method other
than human lung power for applying air
pressure, as pressures over 6 PSI may
damage the modulator.
AUTOMATIC TRANSMISSION
MINOR MAINTENANCE AND
ADJUSTMENTS
Services outlined below can be per-
formed without removing the trans-
mission from the vehicle. Complete
procedures are not given for all of
these services, since they ore covered
in detail under disassembly and re
assembly.
Neutralizer Switch Ad justment
The neutralizer switch must be ad-
justed so that the vehicle will start in
the park or neutral position, but will
not start in the other positions.
Pressure Regulator Valve
Removal
Raise vehicle on hoist or place on
jock stands. Provide container to catch
oil.
Remove bottom pan and gasket.
Drain oil.
Remove the oil filter retaining bolt
and lift out pump intake pipe and oil
filter assembly.
Remove and discard intake pipe 0-
ring and bottom pan gasket.
Using a screwdriver or steel rod,
compress regulator boost valve bushing
against pressure regulator spring.
CAUTION: Pressure regulator spring
is under extreme pressure and will force
valve bushing out of bore when snap
ring is removed if valve bushing is not
held securely.
Continue to exert pressure on valve
bushing and remove snap ring, using
snap ring pliers. Gradually release
pressure on valve bushing until all
spring force is exhausted.
Carefully remove regulator boost
valve bushing and valve, and pressure
regulator spring. Be careful not to drop
parts, as they will fall out if they ore
not held.
Remove pressure regulator valve and
spring retainer. Remove spacers if pres-
ent. Be careful not to drop pressure
regulator valve when removing it from
bore.
Pressure Regulator Valve
Installation
Install spring retainer on pressure
regulator spring. Also install spacers if
previously removed.
7-17
Install pressure regulator valve on
spring, stem end first.
Install boost valve into bushing, stem
end out, and stack parts so that pres-
sure regulator spring is against valve
bushing.
Install complete assembly into pres-
sure regulator valve bore, being care-
ful not to drop ports during installa-
tion.
Using a screwdriver or steel rod,
compress regulator boost valve bush-
ing against pressure regulator spring
until it is beyond snap ring groove, and
install snap ring using snap ring pliers.
NOTE: To facilitate installation of
snap ring, encircle it around screw-
driver or steel rod, compress tangs with
snap ring pliers, and slide snap ring
upward into ring groove in valve bore.
Insta ll new intake pipe 0-ring onto
intake pipe and install pipe and oil
filter assembly into transmission case
bore, retaining oil filter with retainer
bolt.
Install new gasket on bottom pan
and install bottom pan.
Install thirteen bottom pan attaching
screws. Tighten screws to 10-13 Foot
Pounds.
Lower vehicle to floor and add fluid
to transmission as required.
Control Valve Body Removal
Remove bottom pan and oil filter.
Remove and discord intake pipe 0-
ring and pan gaskets.
Disconnect solenoid lead from con-
nector terminal.
Remove control valve body attach-
ing screws and detent roller spring
assembly.
NOTE: Do not remove solenoid at-
taching screws.
Remove control valve body assem-
bly and governor pipes. If core is token
in removing control valve body, the
six (6) check bolls will stay in place
above the spacer plate.
CAUTION: Do not drop manual
valve.
Remove the governor pipes and
manual valve from control valve body.
Remove and discard control valve
assembly to spacer gasket.
Control Valve Body Installation
Installation of the control valve body
7-18
is the reverse of the removal, using
new control valve assembly to spacer
gasket, intake pipe "0" ring and pan
gasket. Refill, adding oil as required.
Governor Removal
Remove governor cover attaching
screws, cover and gasket.
Discord gasket.
Withdraw governor assembly from
case.
Governor Installation
Installation of the governor assembly
is the reverse of the removal. Use a
new gasket under the governor cover.
Refill, adding oil as required.
Modulator and Modulator
Va lve Removal
Remove modulator assembly attach-
ing screw and retainer.
Remove modulator assembly from
case. Discord 0-ring seal.
Remove modulator valve from case.
Modulator and Modulator
Valve Installation
Installation of the modulator assem-
bly and modulator valve is the reverse
of the removal. Use a new 0-ring seal
on the modulator assembly. Refill add-
ing o il as required.
Parking linkage Removal
Remove bottom pon and oil filter.
Discord gasket.
NOTE: It will not be necessary to
replace the converter assembly when a
transmission failure has occurred, unless
converter is defective. However, it is
still recommended that the transmission
is properly cleaned, the oil filter re-
placed, cooler and cooler lines flushed
ovt after any foifure that generates
sludge or d irt.
Torque Converter Removal
With transmission in cradle on port-
able jock, remove torque converter as-
sembly from transmission case by pull-
ing straight ovt.
NOTE: Converter contains a forge
amount of oif.
AUTOMATIC TRANSMISSION
Unthreod jam nut holding detent
lever to manual shaft.
Remove manual shaft retaining pin
from case.
Remove manual shaft and jam nut
from case.
Remove parking actuator rod and
detent lever assembly.
Remove parking powl brocket at-
taching screws and brocket.
Remove parking pawl return spring.
Remove parking pawl shaft retainer.
Remove cup plug, parking pawl
shaft, and parking pawl.
Parking linkage Installation
Installation of the parking linkage
is the reverse of the removal. Use new
seals and gasket. Refill, adding oil as
required.
NOTE: As a norma/ maintenance pro-
cedure it is recommended that the
manual shaft be lubricated with oil at
the point where it enters the transmis-
SI On case.
TRANSMISSION REMOVAL
AND INSTALLATION
Remova l
Remove dipstick tube to engine bolt.
Remove carpet trim ring.
Remove top cover and lever on
transfer case.
Mark and remove rear propeller
shaft.
Remove exhaust pipe clomp bolt,
shift lever, down shift wire and speed-
ometer cable.
DISASSEMBLY
72819
FIGURE 4- Transmission in Hold ing
Fixture J-8763-01
Holding Fixture and Tool Base
Installation
Install Holding Fixture J-8763 on
Position transmission jock and re-
move rear crossmember.
Remove exhaust pipe.
Mark and remove front propeller
shaft at transfer case end.
Remove oil cooler lines and vacuum
line.
Remove converter housing splash
pan.
Remove converter to flywheel bolts
and mark the converter and flywheel
for alignment during installation.
Remove converter housing to engine
bolts and remove transmission.
Installation
Insta ll transmission and install engine
bolts.
Install converter to flywheel bolts,
making sure the mark mode during re-
moval is in alignment.
Install converter front splash pan.
Install oil cooler lines and vacuum
line.
Install front propeller shaft.
Install exhaust pipe DO NOT
TIGHTEN.
Install crossmember and remove
transmission jock.
Tighten exhaust pipe.
Insta ll exhaust pipe clomp bolt, shift
lever, speedometer cable and down
shift wire.
Insta ll rear propeller shaft.
Install top cover and shift lever on
transfer case.
Install carpet trim ring.
Install dip stick tube to engine bolt.
transmission case so that modulator as-
sembly will be located on side of hold-
ing fixture nearest bench.
NOTE: Do not over-torque holding
screw. This will bind center support.
Install fixture and transmission into
Holding Tool Bose J-3289-20 with bot-
tom pan of transmission case facing
upward, as shown in Figure 4.
Remove modulator assembly, attach-
ing screw and retainer from transmis-
sion case.
Remove modulator assembly and 0-
ring seal from adopter. Remove adop-
ter from transmission case.
Remove modulator valve from trans-
mission case.

Governor, Oil Pan, Oil Filter
and Intake Pipe Removal
Remove attaching screws, governo r
cover and gasket from transmission
case. Discard gasket, (Fig. 5).
FIGURE 5- Removing Governor Cover
Attachi ng Screw
Withdraw governor assembly from
case.
Remove bottom pan and gasket from
transmissions case. Discord gasket, (Fig.
6).
FIGURE 6- Removing Transmission
Oil Pan
Remove oil fi lter retainer bolt (Fig .
7).
Remove o il filter assembly from
transmission case (Fig. 7).
FIGURE 7 - Removing-Installing Oil
Filter
AUTOMATIC TRANSMISSION 7-19
Remove intake pipe-to-case 0 -ring Rear Servo Removal
from intake pipe or case. Discord "0"
Remove rear servo cover attaching
ring.
screws, servo cover and gasket from
transmission case. Discord gasket (Fig.
Control Valve Assembly, 10).
Solenoid Connector, Governor
Pipes, and Detent Spring
Assembly Removal
Remove attaching screws of control
valve body and detent roller spring
assembly from transmission case, as
shown in Figure 8.
FIGURE 8 - Removing-Installing Detent
Roller and Spring Assembly
Disconnect solenoid lead from con- FIGURE 10- Removing-Installing Rear
nector terminal. Servo Cover
Remove control valve body assembly
Remove rear servo assembly from
and governor pipes from transmission
transmission case, as shown in Fig ure
case (Fig. 9).
11.
FIGURE 11 - Removing-Inst alling Rear
FIGURE 9- Removing Control Valve Servo Assembly
Assembly and Governor Pipes
Remove rear servo accumulator
spring from transmission case.
CAUTIO N: Do not drop manual
valve.
Selection of Rear Band-Apply
Remove governor pipes from control
Pin
valve assembly.
Remove control valve assembly to Attach Fixtures J-21370-5 and
spacer gasket. J-21370-6 to t ransmission ca se by
7-20
means of rear servo assembly attach-
ing screws, as shown in Figure 12.
These fixtures will be used to select
o bond-apply pin. One of three
lengths of bond-apply pin must be
selected, to adjust operation of rear
servo.
J-21370-5 72128
FIGURE 12 - Checking Apply Pin of
Rear Band
Apply 25 Foot Pounds torque, then
select proper length of bond-apply
pin (to be used during assembly of
transmission) as follows: If both steps
of J-21370-5 pin fixture ore below the
gouge surface, select long pin, iden-
tified by three rings; if the gouge sur-
face is between the steps, select me-
dium pin, identified by two rings; if
both steps ore above the gouge sur-
face, select short pin, identified by one
ring. Identification ring is located on
bond lug end of the pin.
Detent Solenoid, Control Valve
Spacer, and Front Servo
Removal
Remove solenoid attaching screws,
detent solenoid assembly, and gasket
from transmission case. Discard gasket
(Fig. 13).
Withdraw detent solenoid case
sleeve connector and 0-ring seal from
transmission case, as shown in Figure
14.
Remove control valve assembly
spacer plate and gasket.
Remove six (6) check bolls from
cored passages in transmission case.
Refer to Figure 15.
Remove front servo piston, washer,
pin, retainer, and spring from trans-
mission case, as shown in Figure 16.
AUTOMATIC TRANSMISSION
FIGURE 13 - Removing-Insta lling
Detent Solenoid Assemb ly a nd Gasket
FIGURE 14 -Removing-Insta lling
Case Connector Sleeve and " 0 "-Ring
Seol
FIGURE 15 -location of Check Balls
Rear O il Seal and Extension
Housing Removal
Remove snap ring from output shaft
sleeve. Remove gear. Remove output
shaft sleeve-to-bearing snap ring. Re-
move output shaft sleeve from bear-
ing. Remove bearing-to-case extension
snap ring and remove bearing. Remove
the two seals if necessary. Refer to
Figure 17.
Inspect sleeve, splines, and snap
ring groove for damage. Inspect bear-
ing.
Front Unit End Play
Remove one front pump attaching
bolt and washer from either 5 or 10
o'clock position.
Install o ~/16 "-18 threaded slide hom-
mer bolt, into bolt hole.
I'J.ount a dial indicator on rod, then
index indicator to register with end of
turbine shaft, as shown in Figure 18.
Push turbine shaft rearward.
Push output shaft forward.
Set dial indicator to zero.
Pull turbine shaft forward.
Read resulting travel, or end ploy,
which should be .003"-.024".
Selective washer controlling this end
ploy is the thrust washer, located be-
tween pump cover and forward clutch
housing. If more or less washer thick-
ness is required to bring end ploy with-
in specifications, select proper washer
from the following chart:
.060-.064 Yellow
.071-.075 Blue
.082-.086 Red
.093-.097 Brown
.104-.108 Green
.115-.119 Block
.126-.130 Purple
NO TE: An oil soolced washer may
tend to discolor, so it will be necessary
to measure washer for its actual thick-
ness.
Oil Pump, Forward Clutch,
Turbine Shaft, and Dired
Clutch Removal
If necessary to replace, pry front
seal from oil pump (Fig. 19).
Remove pump attaching bolts and
bolt washers.
Install ~/16 "-18 threaded slide ham-
mers, into threaded holes in pump

FIGURE 17 - Extension Housing Assembly
FIGURE 18 - Front Unit End Play
72835
FIGURE 19- Removing Front Seal
body at 5 and 10 o'clock positions.
Remove pump assembly from case
(Fig. 20).,
Remove and discard pump-to-case
seal ring and gasket from oil pump.
Remove forward clutch assembly and
turbine shaft from transmission case,
as shown in Figure 21.
Remove forward clutch hub to d irect
clutch housing thrust washer, if it did
not come out with forward clutch hous-
ing assembly.
AUTOMATIC TRANSMISSION
FIGURE 20 - Removing Oil Pump
Assembly
FIGURE 21 - Removing-Installing
Forward Clutch Assembly
Remove direct clutch assembly from
transmission case (Fig. 22).
Manual Linkage Removal
Unthread jam nut holding detent
lever to manual shaft.
7-21
FIGURE 22 -Removing-Installing
Direct Clutch Assembly
Remove manual shaft retaining pin
from transmission case, as shown in
Figure 23.
Manual Shaft
72839
FIGURE 23 - Manual Shaft and
Retaining Pin
CAUTION: Do not lose ;am nut as it
becomes free from manual shaft.
Remove jam nut from manual shaft,
then remove manual shaft and seal
from transmission case.
Remove parking actuator rod and
detent lever assembly from transmis-
sion case.
Remove attaching screws and park-
ing bracket from transmission case
(Fig. 24).
Remove parking pawl return spring
from pawl and transmission case, as
shown in Figure 25.
Remove retainer spring from park-
ing pawl shaft (Fig . 26).
Remove parking pawl shaft cup
plug, parking pawl shaft, and the park-
ing pawl from transmission (Fig. 27).
Front Band Assembly and
Sun Gear Shaft Removal
Remove front band assembly from
7-22
FIGURE 24 - Removing Parking
Bracket
Return Spring Porlcing Pawl
FIGURE 25 - Removing-Installing
Return Spring From Parking Brake
Pawl
FIGURE 26 - Removing-Installing
Retainer Spring From Parking
Pawl Shaft
transmission case (Fig. 28).
Remove sun gear shaft as shown in
Figure 29.
Rear End Ploy Check
Install Slide Hammer Tool C-3752
into an extension housing attaching
bolt hole.
tv\ount the Dial Indicator on the rod
and index with the end of the output
shaft (Fig. 30).
AUTOMATIC TRANSMISSION
~
FIGURE 27- Removing-Installing
Parking Bra ke Pawl and Pawl Shaft
72843
FIGURE 30- Rear Unit End Play
If a different washer thickness is re-
quired to bring the end play within
specification, it can be selected from
the following chart.
Notches and/or
Thickness Numeral
.074-.078 None 1
.082-.086 1 Tab Side 2
.090-.094 2 Tabs Side 3
FIGURE 28 - Removing-Insta lling Front .098-.102 1 Tab O.D. 4
Band A ssembly .106-.110 2TabsO.D. 5
.114-.118 3 TabsO.D. 6
Intermediate Clutch Removal
Remove bolt which secures center
support to case, using a %" 12-point
thin wall deep socket (Fig. 31 ).
Remove intermediate clutch bocking
plate to case snap ring.
Remove intermediate clutch backing
plate, three (3) composition, and three
(3) steel clutch plates from tra nsmis-
sion case (Fig. 32).
FIGURE 29- Removing Sun Gear Shaft
Apply air pressure to apply the
intermediate clutch (center oil passage)
while moving the output shaft in and
out to read the end play. End p lay
should be from .007"-.0 19". The selec-
tive washer controlling this end play is
the steel washer having 3 lugs that is
located between the thrust washer and FIGURE 31 - Removing Center Support
the rear face of the transmission case. Bolt

7284
FIGURE 32 - Intermediate Clutch
Center Support, Gear Unit
Assembly, Support to Case
Spacer and Rear Band
Assembly Removal
Remove center support to case snap
ring as shown in Figure 33.
Remove entire gear unit assembly
from transmission case by lifting with
Gear Assemb(y (nstoUing and Remov-
ing Tool J-21795, with Slide Hammer
J-6125-1 (Fig. 34).
Remove output shaft-to-case thrust
washer from rear of output shaft or
inside case.
Place geor unit assembly, with out-
put shaft facing down, in work bench
hole and Holding Fixture J-21364.
Gear Unit Disassembly
Remove case center support assem-
bly from gear unit assembly (Fig. 37).
FIGURE 37 - Removing Center
Support From Gear Unit
Remove thrust washer which is nor-
molly between center support a nd re-
AUTOMATIC TRANSMISSION
72SA9
FIGURE 33 - Removing Center Support
Snap Ring
FIGURE 34- Removing Center Support
a nd Gea r Unit
Remove rear unit selective washer
from transmission case, as in Figure 35.
SUB-ASSEMBLY OVERHAUL
action carrier, os shown in Figure 38.
Remove center support-to-sun geor
races and thrust bearing.
Bl..d Orifice 72854
FIGURE 38 - Removing-Installing
Center Support Thrust Washer
7-23
Remove support to case spacer ring
(Fig. 35).
Remove rear bond assembly from
transmission case (Fig. 36).
Selective Washer .0.40" Spoc:er Ring 72851
FIGURE 35 - Selective Washer a nd
Spacer Ring
FIGURE 36 - Removing Rear Band
NOTE: O ne race may have been re-
moved with center support.
Remove reaction carrier and roller
clutch assembly from output carrier
assembly, os shown in Figure 39.
Remove front internal gear ring
from output carrier assembly.
Remove sun gear from output car-
rier assembly. Refer to Figure 40.
Remove plastic or metal thrust
washer, located between reaction car-
rier and output carrier.
Turn assembly over.
Remove snap ring which fastens out-
put shaft to output carrier. Withdraw
shaft from carrier.
Remove output shaft-to-rea r inter-
na l gear thrust bearing and two (2)
races from rear interna l gea r and main
shaft.
7-24
FIGURE 39 - Removing Reaction
Ca rrier and Roller Clutch From
O utput Carrier
728l7
FIGURE 40 - Removing Sun Gear
Remove reor internal gear and main
shaft from output carrier assembly
(Fig. 41).
NOTE: Do not drop bearings.
Remove rear internal gear to sun
geor thrust bearing and two (2) races
from main shaft.
If necessary, remove reor internal
gear-to-main shaft snap ring, to re-
move geor from shaft, as shown in
Figure 42.
GOVERNOR
All components of governor assem-
bly, with exception of driven geor, ore
a select fit and each assembly is cali-
brated. The governor, including the
driven gear, is serviced as o complete
assembly. However, the driven geor
can also be serviced separately.
It is necessary to disassemble gover-
AUTOMATIC TRANSMISSION
FIGURE 41 - Removing Rear Internal
Gear and Ma in Shaft From O utput
Carrier Assemb ly
FIGURE 42- Removing Main Shaft
Snap Ring
nor assembly in order to replace driven
geor. Disassembly may also be neces-
sary due to foreign material causing
improper operation.
Disassembly
Cut off one end of eoch governor
weight pin and remove pins, governor
thrust cop, governor weights and
springs. Governor weights ore inter-
changeable from side to side and need
not be identified (Fig. 43).
Remove governor valve from gover-
nor sleeve. Be careful not to damage
valve.
72860
FIGURE 43- Removing W eight Pin
From Governor
Cleaning and Inspection
Wash o il ports in cleaning solvent,
a ir dry, and blow out all passages.
Inspect governor sleeve for nicks,
burrs, scoring or galling.
Check governor sleeve for free oper-
ation in bore of transmission case.
Inspect governor valve for nicks,
burrs, scoring or galling.
Check governor valve for free oper-
ation in bore of governor sleeve. In-
spect governor driven gear for nicks,
burrs, or damage.
Check governor driven gear for
looseness on governor sleeve.
Inspect governor weight springs for
d istortion or damage.
Check governor weights for free
operation in their retainers.
Check valve opening at entry and
exhaust (.020'' minimum.)
Driven Gear Replacement
To facilitate governor repoir in the
field, a governor driven geor and re-
placement pins ore available for ser-
vice use.
The service package contains a ny-
lon driven gear, two governor weight"
retaining pins and one governor gear
retainer split pin. Replacement of geor
must be performed with core in the
following manner:
Drive out split pin, which retains
governor gear on governor sleeve, us-
ing small punch (Fig. 45).
Support governor on '/1 a" plates in-
stalled in exhaust slots of governor
sleeve. Place in arbor press. Then with
a long punch, press gear out of sleeve.
Carefully cleon governor sleeve of
chips that remain from original geor
installation.
Support governor on '/18" plates in-
stalled in exhaust slots of sleeve. Posi-
tion new gear in sleeve. With o suit-
able socket, press gear into sleeve

II FIGURE 44- Governor Assembly
Retoinin9 Pin 72862
FIGURE 45- Governor Retaining Pin
until nearly seated. Carefully remove
any chips that may hove shoved off
gear hub and press gear in until it
bottoms on shoulder.
A new pin hole must be drilled
through sleeve and gear. Locate hole
position 90 from existing hole, center
punch. Then, while supporting gover-
nor in press, drill new hole through
sleeve and gear using a standard Ys"
drill.
Install retaining pin to secure gear
to sleeve.
Wash governor assembly thoroughly
to remove any chips that moy hove
collected.
Assembly
Install governor valve in bore of
governor sleeve.
Install governor weights and springs,
then thrust cop on governor sleeve.
Align pin holes in thrust cop, gover-
nor weight assemblies, ond governor
sleeve, then install new pins. Crimp
both ends of pins to prevent them
from foiling out.
AUTOMATIC TRANSMISSION
72861
Check governor weight assemblies
for free operation on pins.
REAR SERVO
Inspection
Inspect servo pin for damage.
Inspect piston for damaged oil ring
groove. Check freedom of ring in
groove (Fig. 46).
Ac:cumukrtor Pislon
FIGURE 46 - Inspecting Rear Servo
Inspect piston for crocks or porosity.
Check fit of servo pin in piston.
Disassembly
Remove rear accumulator piston
from rear servo piston.
Remove E-ring retaining rear servo
piston to bond-a pply pin (Fig. 47).
Remove rea r servo piston and sea l
from bond-apply pin (Fig. 48).
Remove washer, spring and retainer.
Inspection
Inspect freedom of accumulator pis-
ton in servo piston.
Inspect fit of bond-apply pin for
scores or crocks.
7-25
FIGURE 47- Removing E-Type
Retainer Ring
Inspect accumulator ond servo pis-
tons for crocks and porosity.
Assembly
Install spring retainer (with cop
down), spring, and flat washer on
bond-apply pin.
Insert bond-apply pin into bore of
servo piston and secure with E-type
retaining ring.
Install new oil seal on servo piston.
Install outer and inner oil rings on
accumulator piston, if removed. Assem-
ble into bore of servo piston.
CONTROL VALVE
Disassembly
Position control valve assembly with
cored face up and accumulator pocket
nearest operator.
Remove manual valve from upper
bore.
With Ring Remover and Installer
Tool J-21885, remove E-type retaining
ring at accumulator piston (fig. 49).
Remove accumulator piston and
spring from valve assembly (Fig. 50).
At right side of valve assembly, ad-
jacent to manual valve, remove retain-
ing pin, bushing, 1-2 regulator valve,
spring, 1-2 detent valve, ond 1-2 shift
valve from valve body. Refer to Figure
52.
from next bore down, remove re-
taining pin, 2-3 shift valve spring, mod-
ulator valve bushing, 2-3 modulator
valve, 3-2 intermediate spring, ond 2-3
shift valve from valve body.
from next bore down, remove re-
taining pin, bore plug, spring, spacer,
and 3-2 valve from valve body.
At other end of valve body, top
bor~ remove retaining pin, bore plug,
detent valve, detent regulator valve,
7-26
FIGURE 48 - Rear Servo Assembly
FIGURE 49- Removing E-Type
Retaining Ring
FIGURE 50 - Accumulator Piston and
Spring
spring, and spacer from valve body.
From the next bore down, remove
the grooved retaining pin, bore plug,
and the 1-2 accumulator valve. Refer
to Figure 52.
Remove governor oil feed screen as-
sembly from governor oil feed hole in
control valve body as shown in Figure
51.
Inspection
Inspect all valves for scoring, crocks,
and free movement in their respective
bores.
Inspect bushings for crocks, scratches
or distortion.
Inspect valve body for crocks or
scored bores.
Check all springs for d istortion or
collapsed coils.
AUTOMATIC TRANSMISSION
7'2U7
FIGURE 51 -Governor O il Feed
Screen
Clean governor oil screen in clean-
ing solvent.
Assembly
Install front accumulator spring and
piston into valve body (Fig. 50).
Compress spring and piston, install
Ring Remover and Installer Tool
J-21885, and secure piston with E-type
retaining ring as shown in Figure 49.
Install 1-2 accumulator valve (stem
end out) in lower left bore.
Install bore plug. Install grooved
retaining pin from cast surface side of
the valve body, with the grooves enter-
ing the pin hole lost. Top pin with
hammer until flush with cost surface.
Into next bore up, insert detent
spring and spacer. Compress spring,
then retain spring and spacer with
small screwdriver (Fig. 53). Insert de-
tent regulator valve, wide land first,
then detent valve, narrow land first.
Install bore plug (hole out). Pressing
plug inward to compress spring, secure
plug in valve body with retaining pin,
then withdraw screwdriver from valve
body.
In lower right hand bore of valve
body, insert 3-2 valve, 3-2 valve spring,
spacer, and bore plug (hole out). Re-
fer to Figure 52. Press plug into valve
body to compress spring, then secure
plug in body with retaining pin.
Into next bore of valve body, insert
2-3 shift valve (stem end out) and 3-2
intermediate spring. Install 2-3 modulo-
tor valve in bushing and insert both
ports into valve body bore. Insert 2-3
shift valve spring into valve body, com-
press, then secure with retaining pin.
Into next bore of valve body, insert
1-2 shift valves (stem end out). Install
1-2 regulator valve, 1-2 regulator valve
spring, and detent valve into bushing.
Align spring in bore of detent valve;
then insert ports into valve body bore.
Press bushing into valve body to com-
press spring; then secure bushing in
valve body with retaining pin.
Install manual valve in valve body,
with detent pin groove to the right.
Install the governor oil screen into
the governor oil feed hole, as shown in
Figure 51.
NOTE: Screen is held in place by the
governor feed pipe when installed on
the transmission case.
OIL PUMP
Disassembly
Place oil pump assembly in hole in
bench and Adopter J-21364.
Compress pressure boost valve bush-
ing against pressure regulator spring
and remove snap ring from pump
cover, (Fig. 54). Remove pressure boost
valve bushing and valve; then remove
pressure regulator spring from pump
cover. If furnished, remove spring re-
tainer washer, pressure regulator
spacer, and pressure regulator valve
from pump cover.
Remove attaching bolts and pump
cover from pump body.
Remove retaining pin and remove
bore plug from pressure regulator bore
of pump cover (Fig. 55).
Remove hook type o il rings and
thrust washer from pump cover, (Fig.
54).
Mark drive and driven gears in oil
pump body for alignment, and remove
gears from pump body, (Fig. 57).
Inspection
Inspect drive gear, driven gear, geor
pocket and crescent for scoring, gall-

....;.;., ~---1 f~1
Bore Plug
1-2 Accumulator Va lvo
Control Valvo Body
/ .,,;..,
FIGURE 53 -Detent and Regulator Valve
Reta ining Pin
FIGURE 55 - Pressure Regulator Plug
a nd Retaining Pin
ing, or other damage.
Position pump gears in pump body
and check pump body face-to-gear
clearance; it should be .0008"-.0035"
(Fig. 59).
Check face of pump body for scores
or nicks. Inspect oil passages. Check
for damaged cover bolt attaching
AUTOMATIC TRANSMISSION
Manual Valvo
FIGURE 52 - Control Va lve Assembly
Pressure Regulator Spacer
~; ... w..... ~ ~
Snap Ring
t
~r /
(/liP
Pressure Boost Valvo
Retaining Pin Pressure Boost Bushing
72869
threads. Check for overall flatness of
pump body face. Check bushing for
scores or nicks, (Fig. 56).
Inspect pump attaching bolts for
damage and replace if necessary.
Inspect pump cover face for overall
flatness. Check for scores or chips in
pressure regulator bore. Check that all
passages ore open and not intercon-
nected. Check for scoring or damage
at pump gear face. Inspect stator shaft
for damaged splines, or scored bush-
ings. Inspect oil ring grooves for dam-
age or wear. Inspect selective thrust
washer face for wear or damage. In-
spect pressure regulator and boost
valve for free travel through bore
pump cover.
Inspect pump cover for open Ys"
d iameter breather hole. Refer to Figure
58.
Assembfy
Install drive and driven pump gears
7-27
72868
Retaining Pin
Pressure Regulator Va lvo
\.......
I
l
~\
~
Oil Pump Cover
Pressure Regulator spring
Hook Type Oil Seal Rings
72870
FIGURE 54 - O il Pump Cover Assembly
in pump body, in accordance with
a lignment marks up, (Fig. 57).
NOTE: Position drive gear with drive
tangs upward.
With stator shaft protected, clomp
pump cover in vise.
Insert spocer(s), if used, spring re-
tainer washer and spring into pressure
regulator bore of pump cover, (Fig.
54). Insta ll pressure regulator valve
from opposite end of bore, stem end
first. Install boost valve into bushing,
stem end out; then insert both ports
into pump cover. Compress bushing
against spring, and secure into pump
cover with retaining snap ring. Install
pressure regulator valve bore plug at
opposite end of bore, and secure with
retaining pin.
Install previously selective thrust
washer and two (2) hook type oil seal
rings on delivery sleeve of pump cover.
NOTE: A forward clutch failure con
7-28
Modulator or lnterm.diate
FIGURE 56- Pump Body O il Passages
FIGURE 57 - Removing-Installing Pump
Gears
occur if the bore that the oil seal rings
on the pump cover go into, is oversize.
To check for this oversized condition,
remove one of the oil seal rings (Fig.
54) from the pump assembly, hook the
ring ends together in the closed po-
sition, and insert the ring into the bore
in the forward clutch housing. The ring
should fit snugly within the full length
of the bore diameter. If this snug fitting
condition is not met, the bore is over-
size and a new forward clutch housing
should be installed.
Secure pump cover to pump body
with attaching bolts.
NOTE: leave bolts one turn loose at
this time.
Place pump Aligning Strap J-21368
over pump body a nd cover, and tighten
AUTOMATIC TRANSMISSION
Intake
FIGURE 58 - Pump Cover O il Passages
tool, (Fig. 60). Torque the pump cover
bolts 15 to 20 ft. lbs. Remove Aligning
Strop J-21368. Install pump-to-trans-
mission case 0-ring oil seal in pump
assembly, with chamfer outward.
FIGURE 59 - Checking Clearance -
Pump Body Face to Gear Face
72876
FIGURE 60 - Align O il Pump Cover
to Body
MD<dulc>tor or lntermedia
Vent
FORWARD CLUTCH
Disassembly
Place forward clutch and turbine
shaft in hole in bench, and remove
snap ring which fastens forward clutch
housing to direct clutch hub, (Fig. 61 ).
Remove hub from housing.
FIGURE 61 -Removing Forward
Clutch Housing Snap Ring
Remove forward clutch hub and
thrust washers from clutch assembly,
(Fig. 62).
Remove four (4) composition and
four (4) steel clutch p lates from for-
word clutch housing.
Place forward clutch a nd turbine
shaft in arbor press, and press turbine
shaft from clutch housing, (Fig. 63).

Thrust Washers 72878
FIGURE 62 - Removing Hub a nd Thrust
Washers From Forward Clutch
Assembly
FIGURE 63 - Pressing Turbine Shaft
From Forwa rd Clutch Housing
Using Clutch Spring Compressor
W-306 and arbor press, compress
spring retainer and remove snap ring
which fastens spring retainer to clutch
piston. Remove snap ring, spring re-
tainer, and sixteen (16) clutch release
springs from clutch piston.
Remove forward clutch piston from
clutch housing. Remove inner and outer
clutch p iston seals from piston, (fig.
64).
Remove center piston seal from for-
ward clutch housing (fig. 65).
Inspection
Inspect composition faced and steel
clutch plates for burning, scoring, or
wear.
Inspect sixteen ( 16) springs for col-
AUTOMATIC TRANSMISSION
72880
FIGURE 64 - Removing Forward
Clutch Piston O uter Seal
72811
FIGURE 65 - Forward Clutch Housing
With Center Piston Seal
lapsed coils or signs of d istortion.
Inspect direct clutch hub and for-
word clutch hub for worn splines,
proper lubrication holes, and scored
thrust faces.
Inspect clutch piston for crocks.
Inspect clutch housing for wear,
scoring, open oil passages and free
operation of boll check.
Inspect turbine shaft for open lubri-
cation passages at each end, damaged
splines, damaged ground bushing jour-
nals, and for crocks or distortion.
NOTE: Turbine shaft and clutch hous-
ing ore serviced separately. Shaft may
be removed from housing by using a
suitable size bolt in on arbor press (Fig.
63}.
Assembly
NOTE: Apply automatic transmission
oil to all seals and clutch plates before
assembly.
Install new inner and outer oil seals
on clutch piston; lips face away from
spring pockets (Fig. 64).
Install a new center seal in clutch
housing, lip face upward, (Fig. 65).
NOTE: The forward and direct clutch
7-29
pistons hove identical inside and out-
side diameters. It is possible to reverse
the pistons during assembly, therefore
core should be exercised to make cer-
tain the proper piston is installed in the
clutch assemblies.
The forward clutch piston con be
identified by the blind hole in the
clutch apply face of the piston as
shown in Figure 66.
Oired Clutch Forward Clutch
7288S
FIGURE 66 - Forwa rd a nd Direct
Clutch Piston Identification
Place Seal Protector Tool J-21362
over clutch hub, and insta ll outer clutch
piston seal p rotector into clutch hous-
ing. Fit piston to housing; then rotate
piston on housing until seated, (Fig.
67).
FIG URE 67 - Installing Forward Clutch
Piston
Install sixteen (16) clutch release
springs into pockets in piston, and
place spring retainer over springs. Use
Clutch Spring Compressor W-306 and
arbor press to compress springs; then
fasten spring retainer to piston with
snap ring.
If removed, press short-spline end of
turbine shaft into forward clutch hous-
ing, using arbor press.
Place thrust washers on forward
clutch hub. Retain with petrolatum. In-
stall hub and washers in clutch hous-
ing, as shown in Figure 70.
Oil and install four (4) composition,
three (3) flat steel and one (1) waved
7-30
steel clutch plate (plate with "U"
notches) in clutch housing: install
waved steel plate first, then install
alternately composition plates and
steel plates, (Figs. 68 and 69).
forward Chstcft Drum Steel Plate
I
~
Thrust Washers
FIGURE 68 - Forward Clutch Assembly
FIGURE 69- Installing Forward Clutch
Plates
CAUTION: Do not confuse the Rat
steel clutch plate {plate with "'V" notch)
with the waved steel clutch plate {plate
with "U" notch). See Figure 73.
NOTE: Radially grooved composition
clutch plates are installed at the factory
only. All service composition plates have
the smooth surface configuration.
Install direct clutch hub in clutch
housing, and secure with snap ring,
(Fig. 61).
Place forward clutch assembly on
delivery sleeve of oil pump, and apply
compressed air to check clutch opera-
tion, (Fig. 71 ).
DIRECT ClUTCH AND
INTERMEDIATE ClUTCH SPRAG
Disassembly
Remove snap ring which fastens in-
AUTOMATIC TRANSMISSION
termediate clutch retainer to direct
clutch housing, (Fig. 72). Remove re-
tainer, intermediate clutch outer race,
and intermediate clutch sprag assem-
bly with two sprag bushings, from di-
foJ Cl,.h Hob Direct Clutch Hub
Thrust Washers
FIGURE 70- Installing Thrust W ashers
On Forwa rd Clutch Hub
FIGURE 71 - Checking Forward Clutch
Operation
rect clutch housing, (Fig. 74).
From other side of clutch assembly,
remove snap ring which fastens bock-
FIGURE 72 - Removing Intermediate
Clutch Sprag Snap Ring
ing plate to direct clutch housing, (Fig.
75). Remove backing plate, four (4)
composition, and four (4) steel clutch
p lates from d irect clutch assembly,
(Fig. 76).
Using Clutch Spring Compressor
W-307 ond arbor press, compress
spring retainer and remove snap ring
which fastens spring retainer to direct
clutch housing, (Fig. 74). Remove spring
retainer, sixteen ( 16) release springs,
and piston from direct clutch housing,
(Fig. 77).
Remove outer seal and inner seal
from piston (fig. 74). Remove center
seal from direct clutch housing.
Inspection
Inspect sprag assembly for popped
or damaged sprags. Inspect sprag
bushings for wear or distortion. Inspect
inner and outer races of sprag as-
sembly (inner race on clutch housing)
for scratches or wear.
Inspect direct clutch housing for
crocks, wear, proper opening of oil
passages or wear on clutch plate drive
lugs. Inspect composition faced and
steel plates for sign of wear or burn-
ing. Inspect backing plate for scratches
or other damage. Inspect piston for
cracks and free operation of boll
check.
Assembly
NOTE: Apply Automatic Transmission
oil to all seals. Make certain piston has
boll check. Refer to Figure 79.
Install a new inner seal on piston
of direct clutch, with lip of seal facing
away from spring pockets, (Fig. 78).
Install o new outer direct clutch
 AUTOMATIC TRANSMISSION 7-31

LATE TYPE LATE TYPE

USAGE: OPTIONAL USAGE : OPTIONAL USAGE: OPTIONAL

l72110
FIGURE 73 - forward and Direct Clutch Plate Identification

oo
FIGURE 74 -Intermediate Clutch, Sprag, and Direct Clutch Components 72892

00~
FIGURE 77 - Removing Piston From
Direct Clutch Housing

and Outer Seal Protector J-21409 over

FIGURE 75 - Removing Direct Clutch
Snap Ring
721191
FIGURE 76- Direct Clutch Assembly
piston seal with lip facing away from
spring pocket (Fig. 79).
Install o new center seal in clutch
housing, with lip of seal facing up-
word, (Fig. 80).
Place Inner Seal Protector J-2 1362
hub and clutch housing. Install clutch
piston in housing with a rotating mo-
tion, (Fig. 81 ).
Place sixteen ( 16) release springs
into recesses of piston and install spring
retainer over springs (Fig. 74). Use
Spring Compressor W-307 and arbor
press to compress springs, then install
snap ring to fasten spring retainer to
clutch housing.
 7-32
72893
FIGURE 78 - Installing Inner Seal on
Direct Clutch Piston
FIGURE 79 - Installing Outer Seal on
Direct Clutch Piston
7289S
FIGURE 80- Installing Center Seal
in Direct Clutch Housing
FIGURE 81 ~Installing Piston in
Direct Clutch Housing
NOTE: Make certain clutch release
springs ore not leaning. If necessary,
straighten springs, using a small screw-
driver.
lubricate with transmission oil and
AUTOMATIC TRANSMISSION
install three (3) flat and one ( 1) waved
("U" notched) steel and four (4) com-
position clutch plates, starting with the
waved steel plate and alternating com-
position and steel plates. Refer to Fig-
ure 82.
FIGURE 82 - Direct Clutch Assembly
NOTE: Do not use radio/ grooved
composition plates here.
Install backing plate in clutch hous-
ing, (Fig. 75). Secure backing plate to
housing with snap ring.
On opposite side of clutch assembly,
install one sprag bushing (cup side up-
ward) on inner race of clutch housing,
(Fig. 74).
Position sprag assembly of interme-
diate clutch in outer race. With ridge,
or shoulder, of sprag assembly facing
clutch housing, seat sprag assembly
and outer race on housing with a clock-
wise rotary motion, (Fig. 83).
NOTE: When installed, outer race
should not turn counterclockwise.
FIGURE 83 - Installing Sprag Assembly
Place remaining sprag bushing (cup
side downward) on sprag assembly,
(Fig. 84). Install retainer over inter-
mediate clutch sprag components, (Fig.
84), and secure to direct clutch hous-
ing with snap ring, (Fig. 72).
FIGURE 84 - Installing Retainer
Position direct clutch assembly on
center support assembly, and apply
compressed air to check operation of
direct clutch, (Fig. 85).
72900
FIGURE 85 - Checking Operation of
Direct Clutch Assembly
NOTE: If air is applied through re-
verse possoge {right oil feed hole) it will
escape from direct clutch passage. This
is considered normal. Apply air through
left oil feed hole to actuate piston and
move direct clutch.
CENTER SUPPORT
Disassembly
Remove four (4) hook type oil seal
rings from center support assembly,
(Fig. 86).
Compress spring retainer to center

FIGURE 86- Center Support Components
support assembly, remove snap ring,
and carefully release pressure on
spring retainer. Remove spring retainer
three {3) release springs and inter-
mediate clutch piston from center sup-
port.
Remove inner seal and outer seal
from intermediate clutch piston.
NOTE: Do not remove three (3) screws
which mount roller clutch inner race to
center support.
Inspection
Inspect inner race of roller clutch
assembly {on center support) for
scratches or indentations. Be sure lu-
brication hole is open.
NOTE: Be sure constant bleed plug
orifice (approx . .020'' dia.) is open as
shown in Figure 38.
Inspect for scoring, wear or galling.
Check oil ring grooves of clutch
piston for damage. Check oil passages
with compressed air, to be sure they
ore not interconnected. Inspect piston
sealing surfaces for scratches. Inspect
piston seal grooves for nicks or other
damage. Inspect piston far crocks or
porosity.
Inspect release springs for breaks,
fatigue, and distortion.
Inspect support to case spacer for
burrs or raised edges. If present, re-
move with a stone or fine sand paper.
Assembly
Install new inner seal on inter-
mediate clutch piston, with lip of seal
facing away from spring pocket, (Fig.
87}. Install new outer seal on piston
with lip of seal facing away from
spring pocket, (Fig. 88).
Place Inner Seal Protector J-21363
on hub of center support. Install inter-
AUTOMATIC TRANSMISSION
72901
72902
FIGURE 87 - Installing Inner Seal
on Intermediate Clutch Piston
FIGURE 88 - Installing Outer Seal on
Intermediate Clutch Piston
mediate clutch piston on center sup-
port, indexing spring pockets of piston
into cored areas of center support,
{Fig. 89). Wipe outer seal with smooth
screwdriver blade while installing.
FIGURE 89 - Intermediate Clutch
Piston Insta llation
7-33
Install three (3} release springs into
spring pockets of piston, (Fig. 90).
Space springs equally during assembly.
Place spring retainer over springs.
Compress spring retainer to center sup-
port assembly and secure with snap
ring.
FIGURE 90 - Intermediate Clutch
Release Springs
Install four (4) hook type oil rings
on center support assembly.
Apply compressed air to check oper-
ation of intermediate clutch (fig. 91 ).
72906
FIGURE 91 - Checking Operation of
Intermediate Clutch Assembly
REACTION CARRIER, ROLLER
CLUTCH, AND OUTPUT
CARRIER
Inspection
Inspect band surface of reaction
carrier for signs of burning or scoring.
Inspect roller clutch outer race for
scoring or wear. Inspect thrust washer
surfaces for signs of scoring or wear.
Inspect roller clutch for damaged mem-
bers. Inspect roller clutch cage and
retaining spring for damage. Inspect
front internal gear ring for flaking. In-
spect bushing for damage.
NOTE: If bushing is damaged, re-
action carrier must be replaced.
Inspect reaction carrier pinions for
7-34 AUTOMATIC TRANSMISSION

damage, rough bearings, or excessive

tilt. Check pinion end p loy. Pinion end
ploy should be .009"-.024" (Fig. 92).
Inspect front internal gear (output
carrier) for damaged teeth.

72907
FIGURE 96 - Installing Planet Pinion
FIGURE 92 -Checking End Play of Pin
Pinions

Inspect output carrier pinions for

damage, rough bearings or excessive
tilt. Check pinion end ploy. Pinion end
ploy should be .009"-.024", (Fig. 93).
Inspect parking pawl lugs for crocks
or damage. Inspect output locating
splines for damage.
72909
FIGURE 94 - Removing Planet Pinion
Pins
Inspect thrust faces of pinion pock-
ets in carrier for burrs. Remove any
burrs.
Install eighteen (1 8) needle bearings
into each pinion, using petrolatum to
hold bearings in place. Use pinion pin
as guide (Fig. 95).

72912

FIGURE 97- St aking Pinion Pin

NOTE: Both ends of pinion pin must
lie below face of carrier or interference
may occur.
72908
72910

FIGURE 93 - Checking End Play of

Pinions in O utput Carrier
Pinion Replacement, Reaction
Carrier, and Output Carrier
Support carrier assembly on its front
face. Using a Y:t" diameter drill, re-
move stoke marks from end of the pin-
ion pin or pins to be replaced. This w ill
reduce the probability of crocking the
carrier when pinion p ins ore pressed
out.
CAUTION: Do not allow drill to re-
move any stock from the carrier as this
will weaken the port and future failure
would be probable.
FIGURE 95 - Planet Pinion
Components
Place one bronze and one steel
washer on each side of p inion, so steel
washer is against pinion; hold washers
in place w ith petrolatum.
Position pinion assembly in carrier;
then install a p ilot shaft through rear
face of assembly to hold ports in place.
While rotating, pinion from front,
press a new pinion pin into place, be-
ing sure that headed end is flush or
below face of carrier, (Fig. 96).
NOTE: Headed end of pin should be
upward when pin is pressed into carrier.
OUTPUT SHAFT
Inspection
Inspect the bearing and thrust
washer surfaces for damage, the gov-
ernor drive gear for rough or damaged
teeth, the splines for damage, the ori-
ficed cup plug in lubrication passage
for clogged condition, and the drive
lugs for damage. Inspect bushing for
wear or galling.
REAR INTERNAL GEAR
Inspection
Inspect the gear for cracks, the gear
teeth for damage or wear, and the
splines for damage.

Using a tapered punch, press pinion
pins out of carrier, (Fig. 94). Remove
pinions, thrust washers and roller
needle bearings, (Fig. 95), from carrier.
Place a Iorge punch in a bench vise, SUN GEAR AND SHAFT
to be used as on anvil, and stake
opposite end of pinion pin in three
Inspection
places, as shown in Figure 97. Inspect the gear teeth for damage

or wear and check the splines for
damage. Be sure that oil lubrication
hole is not clogged.
Inspect the shaft for cracks or splits,
the splines for damage, and the
ground bushings journals for damage.
Inspect bushing for scoring or galling.
Be sure that oil lubrication hole is not
dogged.
MAINSHAFT
Inspection
Inspect the shaft for cracks or dis-
tortion, the splines for damage, the
ground bushing journals for damage,
and the snap ring groove for damage.
Inspect orifked cup plug pressed into
one end of main shaft. Be sure it is not
clogged.
FRONT AND REAR BAND
Inspection
Inspect the lining for cracks, flaking,
burning, or looseness, the band for
cracks or d istortion, and the end for
damage at anchor lugs or apply lugs.
CASE EXTENSION
Inspection
Be sure that the drain, located be-
tween the two seals, is not obstructed.
In event of leakage from drain hole:
oil with red dye indicates that trans-
mission seal leaks; black grease in-
dicates that transfer case seal leaks.
Inspect bushing for excessive wear or
damage. Inspect housing far cracks or
porosity.
MODULATOR AND VALVE
Inspection
NOTE: Check for vacuum diaphragm
leak by turning the modulator so the
vacuum line stem points downward. If
transmission oil comes out, the vacuum
diaphragm is defective and the modu-
lator must be replaced.
Gasoline or water vapor may seHie
in the vacuum side of the modulator. If
this is found without the presence of oil,
the modulator must not be changed.
Inspect modulator assembly for any
signs of bending or distortion, (Fig. 98).
Inspect seat of 0-ring seal for dam-
age, (Figs. 98 and 100).
AUTOMATIC TRANSMISSION
72913
FIG URE 98 - Modulator Assembly
72914
FIGURE 99 - Modulator 0 -Ring a nd
Valve
72915
FIGURE 100 - Modulator Reactio n
lever
Apply suction to vacuum tube and
check for diaphragm leaks.
Check modulator bellows (modulator
plunger is under pressure - 16 lbs.) If
bellows is damaged, plunger will have
very little pressure.
Inspect modulator valve for nicks
or damage. The second spool, on small
end of valve, has a flat spot to bleed
or allow some oil to pass and to ob-
tain more constant line pressure, re-
sulting in smoother shifting.
Check freeness of valve operation
in case bore.
MANUAL AND PARKING
LINKAGE
Inspection
Inspect parking actuator rod for
cracks, or broken spring retainer lugs,
(Fig. 101).
Inspect spring of parking brake
actuator assembly for damage. Inspect
7~5
actuator for free fit on actuator rod.
Inspect parking pawl for cracks or
wear. Inspect pawl shaft for dam:Jged
retainer groove. Inspect pawl return
spring for deformed coils or ends.
Inspect manual shaft for damaged
threads, rough oil seal surfaces, or
loose lever.
Inspect inside detent lever for cracks
or a loose pin.
Inspect parking brake bracket for
cracks or wear.
Inspect detent roller and spring as-
sembly for damage.
TRANSMISSION CASE
Inspection
Inspect case assembly for cracks,
porosity, or interconnected or clogged
oil passages.
Check for good retention of bond
anchor pins.
Inspect all threaded holes for thread
' damage.
Inspect intermediate clutch driven
plate lugs for damage or signs of wear.
Inspect two snap ring grooves for
damage.
Inspect bore of governor assembly
for scratches or scoring.
Inspect modulator valve bore for
scoring or damage.
Inspect cup plug inside case for good
staking and sealing.
Inspect case bushing for wear or
galling.
TORQUE CONVERTER
Inspection
Check hub surfaces of torque co!l-
verter for scoring or wear. Check drive
lugs for damage. Check torque con-
verter housing for leaks as follows:
Install and tighten leak Detecting
Fixture J-21369 on torque converter
housing, (Fig. 102).
Apply 80 psi. air pressure to fixture.
Submerge housing in water and
check for leaks.
GEAR UNIT
Assembly
If rear internal gear has been re-
moved from mainshaft, insert rear
spline of shaft into gear, then secure
gear to shaft with snap ring (Fig. 103).
Install sun gear-to-internal gear
7-36 AUTOMATIC TRANSMISSION
72916
FIGURE 101 - Manual a nd Parking linkage
races and thrust bearings against inner
face of rear internal gear as follows,
retaining with petrolatum: place Iorge
race against internal gear with flange
facing forward or upward as shown
in Figure 104, install thrust bearing in
race, and place small race against
bearing with inner flange facing into
bearing, or downward.
Install output carrier over main shaft
so that pinions of carrier mesh with
rear internal gear.
Reposition components thus for as-
sembled so that main shaft extends
FIGURE 102 - Air Checking Converter downward through hole in bench and
FIGURE 103- Gear Unit Assembly
FIGURE 104 - Moinshoft a nd Bearing
bock face of rear internal gear is up-
word.
Install rear internal gear-to-output
shaft races and thrust bearing and re-
tain with petrolatum as shown in Fig-
ure 105. Place small race against inter-
nal gear with center flange facing up-
ward, install thrust bearing in race,
and place forge race over small race,
with outer flange cupped over bear-
ing.
Install output shaft into output car-
rier assembly, as shown in Figure 106,
then secure shaft to carrier with snap
ring, as indica ted in Figure 103.
Reposition and support components
thus for assembled so that output shaft
extends downward.
Install reaction carrier-to-output car-
rier thrust washer on output carrier,
with tabs of washer faced downward
into corresponding pockets of carrier,
and retain with petrolatum. Insert sun
gear into output carrier, splines with
chamfer downward, so that it meshes
with planet gears. Insert rear spline of
(long spline) sun gea r shaft into spline
of sun gear.
72919

72921
FIGURE 105 - Rear Internal Races
and Thrust Bearing
7292'2
FIGURE 106 - Installing Output Shaft
Into Output Carrier As$embly
Position front internal gear ring
on output carrier, as shown in Figure
107, then install reaction carrier a~
sembly on output carrier and ring, so
that planet gears of carrier mesh with
sun gear, (Fig. 108).
NOTE: When a new ootput carrier
and/or reaction carrier is being installed
and if the front internal gear ring pre-
vents assembly of the carriers, replace
the front internal gear ring with the
SERVICE ring.
Install center support-to-sun gear
thrust bearing and races retaining with
petrolatum. Insta ll Iorge race over, sun
gear shaft, with center flange of race
upward, and seat against sun gear;
seat thrust bearing over race; seat re-
maining race, with center flange up-
AUTOMATIC TRANSMISSION 7-37
72923
FIGURE 107- Positioning Front
Internal Gear Ring
FIGURE 109 - Center Support to Sun
Gear Thrust Bearing and Races
FIGURE 110- Roller Clutch
Assembly
72924
FIGURE 108 - Insta lling Reaction
Carrier As$embly
word, on washer. Refer to Figure 109.
Install rollers that hove come out of
the roller cage by compressing the en-
ergizing spring with forefinger and
inserting roller from the center outer
side. Refer to Figure 111.
Install roller clutch assembly into
reaction carrier outer race. Refer to
Figure 11 2.
Install center support to reaction
72927
carrier thrust washer into recess in cen-
ter support assembly and retain with FIGURE 111 - Installing Roller in
petrolatum. Roller Clutch
Install case center support into re-
action carrier and roller clutch assem-
Use Gear Assembly Clomp Set
bly os shown in Figure 113.
J-21795 to clamp gear unit assembly
NOTE: With reaction carrier held, together until it can be installed in
center support should turn counterclock- transmission case. Install output shaft-
wise only. to-case thrust washer and seat so that
7-38
72928
FIGURE 112 - Installing Roller Clutch
NOTE: When reassembling the trans-
missions it is important that bearing
surfaces be given on initial lubrication.
Bushings con be lubricated with pet-
rolatum, or the port and bushing dipped
in transmission oil.
Thrust washers should be lubricated
on both surfaces with petrolatum be-
fore installation.
Lubricotiorr in this recommended man-
ner will prevent damage to thrust wash-
ers and bushings due to running dry on
the initial start up.
Gear Unit and Intermediate
Clutch Installation
Install parking brake pawl with tooth
toward inside of case and parking
pawl shaft. Install parking pawl shaft
retainer clip. Insta ll new cup plug, us-
ing o %" dia. rod, and drive into
transmission case until parking pawl
shaft bottoms on case rib. Refer to
Figure 115. Install parking pawl re-
turn spring, square end hooked on
pawl and other end of case. Install
parking brake bracket guides over
pawl, using two attaching bolts; torque
to 15 to 20 Foot Pounds.
Install rear band assembly in trans-
mission case, so that two lugs index
with two anchor pins. Check band to
make sure band is seated o n lugs.
Install the support to case spacer
against the shoulder at the bottom of
case splines and the gap located
adjacent to the band anchor pin.
CAUTION: Do not confuse this spacer
(.040" thick and both sides flat} with
either the center support to case snap
AUTOMATIC TRANSMISSION
with petrolatum. Do not use plastic
washers here, (Fig. 11 4).
728~3
FIGURE 113 - Installing Center
Support
tabs of washer are inserted into corre- FIGURE 114- Installing Output Shaft
sponding indents of shaft, and retain to Case Thrust Washers
ASSEMBLY
by placing the center support locat-
ing tool into the case direct clutch
passage, w ith t he handle of the tool
pointing to the right as viewed from
the front of the transmission and paral-
lel to the bell housing mounting face.
Apply pressure downward on the
tool handle which w ill tend to rotate
the center support counter-clockwise
as viewed from the front of the trans-
mission. While holding the center sup-
port flrmly counter-clockwise against
the case splines, torque the case to
72930
center support bolt to 20-25 Foot
FIGURE 115- Installing Cup Plug Pounds using a %", 12-point thin wall
deep socket. Refer to Figure 11 6.
ring (one side beveled} or the backing
plate to case snap ring (.093" thick and
both sides flat).
Do not attempt to install the early
type center support with the .040''
spacer ring in the case, and do not in-
stall the new center support without the
.040'' spacer ring in the case.
Insta ll proper rear unit selective
washer (proper washer determined by
previous end play check) into corre-
sponding slots inside rear of transmis-
sion case.
Insta ll complete center support and
gear unit assembly into case and
making certain center support bolt
hole is properly aligned with hole in FIGURE 116- Installing Center
Support Screw
case, using Tool Kit J-21795. Install
center support-to-case retaining snap
CAUTION: When using the locating
ring, w ith bevel side up and locating
tool, care should be token not to raise
gap adjacent to band anchor pin to
burrs on the case valve body mounting
secure center support in case. Moke
face.
certain ring is properly seated in case.
Insta ll case to center support bolt Piston in center support applies in-

termediate clutch. If piston seals leak,
clutch failure, slipping, or loss of sec-
ond speed may result.
lubricate with transmission oil two
(2) flat and one ( 1} waved steel plates
and three (3) composition intermediate
clutch plate asemblies and install, start-
ing with waved steel plate and alter-
noting composition and steel plates.
Install intermediate clutch backing
plate, ridge upward or forward, and
fasten in case with backing plate-to-
case snap ring. This snap ring is flat
on both sides. locate gap of snap
ring opposite band anchor pin. Re-
fer to Figure 117.
FIGURE 117- Snap Ring Installation
Rear End Play Check
Refer to Figure 119.
Install Slide Hammer C-3752 into an
extension housing attaching bolt hole.
Mount the Dial Indicator on the rod
and index with the end of the output
shaft.
Apply air pressure to apply the in-
termediate clutch (center oil passage)
while moving the output shaft in and
out to read the end play. End play
should be from .007"-.019". The selec-
tive washer controlling this end play
is the steel washer having 3 lugs that is
located between the thrust washer and
FIGURE 118 - Installing Parking
Bracket
AUTOMATIC TRANSMISSION 7-39
should coincide with groove on shaft.
Rotate transmission to vertical posi-
tion, and remove Tool Kit J-21795.
FIGURE 119 - Rea r Unit End Play
the rear face of the transmission case. FIGURE 120 - Manual Shaft
If a different washer thickness is re- Installation
quired to bring the end play within
specification, it can be selected from
the following chart.
Direct Clutch and Forward
Clutch Installation
A nd/ Or
Install direct clutch and intermediate
Thickness Notches N umeral
sprag assembly, in transmission case, to
.074-.078 None 1
front of intermediate clutch. Rotate
.082-.086 1 Tab Side 2
housing of direct clutch, causing outer
.090-.094 2 Tabs Side 3
race of sprag assembly to meet plates
.098-.102 1 Tab O.D. 4
of intermediate clutch, which, in turn,
.106-.110 2 Tabs O.D. 5
will cause hub of clutch housing to
.114-.118 3 Tabs O.D. 6
touch sun gear shaft.
N O TE: It may be helpful to remove
Front Band Installation composition plates and steel plates from
direct clutch assembly while seating
Install front band, with anchor hole
assembly.
placed over band anchor pin, and
apply lug facing servo hole. Install forward clutch hub-to-direct
clutch housing thrust washer on hub of
Manual Linkage Installation forward clutch. Retain with petrolatum.
Install forward clutch and turbine shaft,
If necessary, install a new manual
indexing direct clutch hub so end of
shaft seal into transmission case using
mainshaft will bottom on end of for-
a %" dia. rod to seat the seal.
word clutch hub. When forward clutch
If removed, insert actuator rod into
is seated, it will be approximately 1Y,."
manual detent lever from side oppo-
from pump face in case.
site pin.
Install actuator rod plunger under
parking brocket and over parking
Oil Pump Installation
pawl, as shown in Figure 120. Insert Guide pins can be fabricated by
manual shaft assembly through case grinding heads from two valve body
and detent lever, and secure with jam bolts. Install guide pins in two pump
nut and retaining pin. Tighten nut to mounting bolt holes of transmission
15-20 Foot Pounds. Index mark on pin case.
7-40 AUTOMATIC TRANSMISSION

Position oil pump gasket to pump
face of transmission case. Apply petrO-
latum to hold gasket in place. Insta ll
pump assembly in transmission case
and fasten with all but one pump at-
taching bolt and washer; bolt a nd
washer should be omitted from either
5 or 10 o'clock position. Torque bolts
to 20 to 25 Foot Pounds.
NOTE: If turbine shaft cannot be ro-
tated as pump is being pulled into
place, forward or direct clutch housings
hove not been properly installed to in-
dex with all clutch plates. This condition
must be corrected before pump is pulled
fully into place.
If necessary to install a new fro nt
seal, use a non-hardening sealer o n
outside of seal body; and using
Seal Driver J-21359, drive seal in
p lace, as shown in Figure 121.
stall six (6) check bolls into transmis- Control Valve Assembly and
sion case pockets, then install valve Governor Pipe Insta lla tion
body spocer to case gasket (gasket
with extension for solenoid). Insta ll Insta ll control volve-to-spocer gasket
valve body to case spacer plate. on spacer, as shown in Figure 124.
Install detent solenoid assembly and
gasket in transmission case with electri-
cal connector facing outer edge of
case. Install bolts, but do not tig hten.
Install 0-ring oil sea l on electrical
connector sleeve. Lubricate sleeve and
insert into transmission case with lock
tabs facing into case, positioning la-
cator tabs in notch at side of case.
Connect detent solenoid wire to con-
nector terminal.
Rear Servo Insta lla tion
Select proper length of bond-apply
FIGURE 124 - Installing Control Va lve
pin.
Spacer Gasket
Install rear accumulator spring in
transmission case, as shown in Figure
Insert governor pipes into valve
122. lubricate and install rear servo body. Install control valve assembly
assembly into transmission case. In- and governor pipes on transmission
stall rear servo and gasket cover on case, as shown in Figure 125.
transmission case as shown in Figure
123, and secure with attaching screws.
Torque screws 15 to 20 Foot Pounds.

FIGURE 121 - Insta lling Pump Seal
Check front unit end ploy, and re-
place selective washer if necessa ry.
Install remaining oil pump attaching
bolt a nd washer. Torque to 20 to 25
Foot Pounds.
Check Ba ll, Front Servo,
Gasket, Spacer, a nd Solenoid
Installa tion
Install front servo spring and re-
tainer into transmission case. Install
flat washer on front servo pin at end
opposite toper, then install pin into
transmission case so that tapered end
is contacting band. Install oil seal ring
on front servo piston, if removed, and
install piston on servo pin so that iden-
tification numbers on shoulders ore
exposed. Check freeness of piston by
stroking piston in bore.
Insta ll two guide pins and gasket. In-
FIGURE 122 - Rea r Accumulator
Spring Installation
72935
FIGURE 123 - Insta lling Cover a nd
Gasket Over Rear Servo Assembly
72937
FIGURE 125 - Insta lling Control Valve
Assembly
NOTE: Be sure manual valve is prop-
erly indexed with pin on manual detent
fever and governor pipes ore properly
installed in case.
Insta ll control valve assembly attach-
ing bolts, manual detent, and roller
assembly in transmission case. Tighten
detent solenoid and contro l valve at-
taching bolts. Torque valve body bolts
6 to 10 Foot Pounds and solenoid bolts
4 to 10 Foot Pounds.
Oil Filter Oil Pan Installation
Install case to intake pipe 0-ring
seal on intake pipe and assemble new
filter to intake pipe. Install filter and
intake pipe assembly, attaching filter
to control valve assembly with retainer
bolt.
r
AUTOMATIC TRANSMISSION 7-41

NOTE: After any maior repair, the

oil filter must be replaced.

Install new bottom pan gasket and

bottom pan w ith attaching screws.
Torque screws to 10-13 Foot Pounds.

Modulator Valve, Vacuum

Modulator Installation
Insert modulator valve into trans-
mission case, stem end outward. In-
stall adapter at valve, then mount re-
tainer on transmission case w ith at-
taching screws. Torque screws 15 to
FIGURE 126 -Installing Modulator
20 Foot Pounds.
Retainer
Install 0-ring oil seal on vacuum
7'2939
modulator, then insert into adapter.
Secure retainer to transmission case into transmission case, so that driven
FIGURE 127- Installing Governor
with attaching screws. Torque screws gear of governor meshes with drive
Assembly
15 to 20 Foot Pounds. gear in case (Fig. 127).
Install a new gasket on governor
cover and mount cover on transmis-
Governor Installation
sion case with attaching bolts. Torque
Insert sleeve of governor assembly bolts 15 to 20 Foot Pounds.

TORQUE SPECIFICATIONS
Foot Pounds
Bottom Pan Attaching Screws . . . . . . . . . . . . . . . . . . . . . . . 12
Case Center Support Bolt . . . . . . . . . . . . . . . . . . . . . . . . . 23
Case Center Support Screw . . . . . . . . . . . . . . . . . . . . . . . 5
Control Valve Body Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Converter Dust Shield Screws . . . . . . . . . . . . . . . . . . . . . . 8
Converter to Flywheel Bolts . . . . . . . . . . . . . . . . . . . . . . . . 33
Detent Solenoid Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Extension Housing Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Governor Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Foot Pounds
Linkage Swivel Clamp Nut . . . . . . . . . . . . . . . . . . . . . . . . 4
Manual l ever To Manual Shaft Nut . . . . . . . . . . . . . . . . . 8
Manual Shaft to Inside Detent lever . . . . . . . . . . . . . . . . 18
Modulator Retaining Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Parking Pawl Bracket Bolts . . . . . . . . . . . . . . . . . . . . . . . . 18
Pump Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Pump to Case Attaching Bolts . . . . . . . . . . . . . . . . . . . . . . 18
Rear Servo Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Transmission to Engine Mounting Bolts . ........... .. . 28

Make ......... . . ... . . ........................ . ........................ Turbo-Hydramatic*

Model ............ .. . .. . . .............. . ............................... 400
Ratios:
low ... . ......... .. .. .. ............ . ............................ . .... 2.4815 to I
Intermediate .............................................. .. ...... ..... . 1.4815 to I
High . ................................. ... .............. ........ ..... . 1 to 1
Reverse .. ....... ............................. ...... .. .. ............... . 2.0769 to 1
Converter Stall Ratio ... .................................................. . 2.4 to 1
Oil Capacity . .. . ....... . .. .. ........................................... 22 pt.
Modulator . .. ..... ........................ . ............. . .. ... .......... . Vacuum Control
Converter Elements ..... . . . ............................ . ........... .. ..... . 3
Cooling ................................... ....... . . .... ................ . Water

' *Registered Trademark of General Motors Corporation.

 7-42 AUTOMATIC TRANSMISSION

J-21368 Alig nment Strop

Pump and Body

J-21363 Intermediate Clutch C-3752 Slide Hammers

Inner Secl
Protector

J-21795 Gear
Unit Verticol
Remover

- Cl l

"
~~ I
I

,:..(l:,?;:A)'dor o'Ono 'Apply

Pin Selector fixture

; .#. ...

J-8763.01 Transmission
J-21362 forwa rd and Dired Holding fixture J-21370-5 Pin - Rear Bond Apply
Clutch Inner Seal Protector J-21885 Accumulator Piston
Retainer Ring Remover-Installer

J-21359 Pump Oil Secl

Driver
W-307 Dired Clutch
Spring Compressor

J-21364 Rear Unit and Pump
Protector Hub
W-306 forwa rd Clutch
Spring Compressor
J-21409 Forward Clutch
Outer Seal Protector

FIGURE 128 - Automatic Transmission Tools

 TRANSFER CASE 8-1

Page
GENERAL . ... ... ......... . ...... . ................ 1
DIAGNOSIS ........ . . . . . ........ . .. . .. .. ......... 1
TRANSFER CASE REMOVAL .. . ... . .. .. .. . .. . ...... . . 3
TRANSFER CASE INSTALLATION .. . ... . .. .. .. .. .... . . 3
TRANSFER CASE DISASSEMBLY ...... . .......... .. ... 3
REAR BEARING CAP .. .. ........................... 3
Disassembly ...... . .. .. . . ....................... 3
Assembly ...... . ..... . ..... . ... . ... . ........... 4
Page
SHIFT ROD HOUSING SEAL REPLACEMENT . .. .. ....... 4
FRONT YOKE OIL SEAL REPLACEMENT ... ... ... .. ..... 4
CLEANING AND INSPECTION ...................... 4
TRANSFER CASE - ASSEMBLY . . .... . .. .. ..... . ...... 4
SHIFT CONTROL CASE ................. . ........... 5
TRANSFER CASE SHIFT LINKAGE ................... . 5
SPECIFICATIONS . . ................................ 6
TOOLS ..... . .................................... 7

GENERAL vides low range 4-wheel drive for the

All Jeep vehicles a re equipped with
a "silent" transfer case. A quieter
operation has been accomplished by
placing the output drive to the rear
propeller shaft directly behind the
transmission input drive. When the ve-
hicle is driven in two-wheel drive, the
gear that drives the front propeller
shaft is freewheeling on the output
shaft. Power flow in two-wheel drive
is shown in Figure 1, and power flow
in four-wheel-drive high range is shown
in Figure 2.
l72136
FIGURE 2 - " Silent" Transf er Case
in Four-W heel Drive
All vehicles have a transfer case
shift diagram located on the top face
of the shift lever knob.
CJ-5/CJ-6
The transfer case shift lever has four
positions:
4H (4-wheel drive high), 2H (2-wheel
drive high), N (neutral), and 4L (4-
wheel drive low).
The forward position of the lever
(4H) provides high range 4-wheel
toughest going.
Commando - Wagoneer - Truck
The transfer case shift lever has four
positions: 2WD, 4WD-HIGH, NEUTRAL
and 4WD-LOW. The left-hand forward
position of the lever 2H (2WD) allows
the rear wheels only to drive for regu-
lar hig hway and city road travel. The
left-hand rear position 4H (4WD-HIGH)
provides high range 4-wheel drive. The
right-hand center position (NEUTRAL)
disengages all power to the wheels
and is used for stationary power-take-
off operations, or when towing the
vehicle. The right-hand forward posi-
tion 4L (4WD-LOW) provides low range
4-wheel drive for the toughest going.
The shift lever con be moved only
in the above sequence. It is not pos-
sible, for example, to shift from 2WD
to 4WD-LOW without passing through
the 4WD-HIGH and NEUTRAL positions.
7~6

drive. The first rear position (2H) dis-

l72142
FIGURE 1 - " Silent" Transfer Case
in Two-Wheel Drive
The transfer case provides two gear
ratios in four-wheel drive (high and
low), a two-wheel drive, and a neutral
position.
Transfer case gears and drives are
controlled by a single lever located
forward and just to the right of the
transmission shift lever. This lever is
connected through linkage to the shift
rods on the transfer ca se.
Lubricant circulates between the
transfer case and the transmission on
manual three-speed transmission only.
engages the 4-wheel drive and allows
the rear wheels only to drive: for regu-
lar highway and city road travel. The
second rear position (N) disengages
all power to the wheels, and is used
for stationary power-toke-off opera-
tions. The lost rear position (4L) pro-
FIGURE 3- Transfer Case Shift Knob
FIGURE 4 - Transfer Case Shift Knob
DIAGNOSIS
Commando, Wagoneer
and Truck
Outlined below is information on
the operation of the transfer case and
the shift lever control case to aid in
diagnosis of service problems with
these assemblies.
Figure 5 shows the position of the
shift lever and roils in the shift lever
control case in relation to the gears in
the transfer case in the 2WD Hig h,
4WD High and 4WD Low positions.
2WD High - In this position, the
 8-2
2WD - HIGH
4WD- HIGH I 4WD Low - In this position, both
L.
~~-
4WD-LOW i High and 4WD High positions, the
L._
FIGURE 5 - Shift Positions
inner roil of the control case is a ll the
way forward, the pawl on the ovter
roil is to the rear of the slot in the
inner roil, and the legs of the torsion
spring ore in the two notches in the
inner roil. The boll on the end of the
shift lever is to the rear. The pin on
the shift lever is engaged in the slot
of the pawl. The outside roil is in the
mid-position.
4WD High - In this position, the
inner roil is all the way forward. The
pawl is to the front of the slot in the
inner roil. The spring legs ore in the
notches. The shift lever boll is forward.
The pin on the shift lever is still en-
TRANSFER CASE
ZWD HIGH 4WDLOW
FIGURE 6 - Lever and Spring Positions
gaged in the slot in the pawl. The
outside roil is in the forward position.
rails are all the way to the rear, the
pawl is to the front of the slot, the
shift lever ball is in (and to the rear
of) the slot, and the spring legs ore
out of the notches. The pin on the
shift lever is disengaged from the slot
in the pawl.
Spring Operation - In the 2WD
spring legs ore in the notches in the
inner roil, and the shank of the shift
lever (between the pivot boll and the
end boll) just touches the horizontal
section of the spring. See Figure 6.
When the shift lever is in the normal
4WD High position and the crossover
is mode moving the manually operated
end of the shift lever to the right to
the "4WD High - Neutral - 4WD
Low'' range, the shank of shift lever
pushes the spring out of the notches,
a llowing the inner roils as well as the
outer rail to be moved to the rear.
Service Problems
If the transfer case walks out of
2WD High, the shift lever does not
move. The mainshaft sliding gear has
disengaged from the transmission
iJ ._
L~. j&.i.
' I
' !l .
e rnll38
FIGURE 7- Transfer Case
moinshoft gear and there is no driving
connection to either front or rear
wheels.
If the transfer case walks out of
4WD High, the shift lever will move.
Either the front output shaft sliding
gear will disengage from the front
1.72137
output shaft gear, leaving the vehicle
in the 2WD High, or the moinshoft
sliding gear will disengage from the
moinshoft gear and cause the front
output shaft sliding gear to disengage
at the some time. In this case, there
is no driving connection to either front
or rear wheels.
Correction - Walking out of 2WD
High.
Remove the shift lever control case.
f-.Aove the shift lever into the 2WD
High position of the control case. Top
the front end of the inner rail with a
hammer four or five blows. The legs
of the torsion spring in the slots should
keep the rail from moving. If the roil
moves, install a new shift lever torsion
spring. Repeat the above tests.
Correction - Walking out of 4WD
High.
Follow the procedure outlined above
for walking out of 2WD High.
Road test the vehicle. If the transfer
case still walks out of 4WD High, re-
place the outer rail poppet spring in
shift rod housing of the transfer case.
Check the transmission mainshoft
gear and front output shaft gear for
damage to the clutching teeth. Check
the front output shaft sliding gear and
moinshoft sliding gear for damage to
the splines. Replace if damaged.
Check the torque on the transmission
mainshaft nut. Torque specification for
slotted type nuts is 80 to 300 Foot
iI")..-''1
'I"
I

Pounds; for lock type nuts, 130-170
Foot Pounds.
TRANSFER CASE REMOVAL
Remove the transfer case shift lever
knob and trim boot.
Remove the transfer case shift lever.
Lift and support the vehicle.
Drain transfer case lubricant.
Disconnect the front propeller shaft
from transfer case. Disconnect rear
propeller shaft from transfer case.
Install transfer case drain plug.
Disconnect parking brake cable at
equalizer and mounting brocket.
Disconnect speedometer cable.
Remove the screws which attach the
transfer case to the transmission. Install
two %-16 x 4" dowel pins, one on
each side of the case.
Remove the transfer case.
Remove the gasket which seals be-
tween the transmission and transfer
case.
TRANSFER CASE
INSTALLATION
Place a new gasket on the dowel
pins in the transmission case.
Shift the transfer case to 4WD low
position.
Position the transfer case on the
dowel pins.
Rotate the transfer case output shaft
until the gears engage with the output
gear on the transmission. Slide the
transfer case forward to the transmis-
sion.
CAUTION: Be sure the transfer case
fits flush against the transmission. Severe
damage will result if the transfer case
bolts are tightened while the transfer
case is binding.
Install one attaching screw. Remove
the dowel pins and install all remain-
ing attaching screws.
Connect the speedometer cable and
parking brake cable.
Install the proper amount of lubri-
cant into the transfer case.
Lower the vehicle.
Install the transfer case lever, trim
boot and lever knob.
TRANSFER CASE DISASSEMBLY
Refer to Figure 7.
Remove the bolts which attach the
rear bearing cap assembly to the
TRANSFER CASE
transfer case and remove the bearing
cop assembly.
NOTE: The rear bearing cap assembly
may be serviced without further dis-
assembly of the transfer case. Refer to
"Rear Bearing Cap Inspection."
Remove the case bottom cover.
Remove the intermediate shaft lock
plate bolt, lock washer and lock plate.
Drive the intermediate shaft out to
the rear of the case using Arbor Tool
W-280 as shown in Figure 8. This tool
allows the two sets of needle bearings
and three spacers to remain in position
as the shaft is removed. Align the
tool in the center of the intermediate
gear assembly for removal.
Intermediate Shaft
FIGURE 8 - Intermediate Shaft Needle
Bearing Aligner
Remove the intermediate gear as-
sembly through the bottom of the case.
Remove front output shaft yoke and
washer as shown in Figure 9 using
Yoke Holding Wrench Tool C-3281.
FIGURE 9 - Removing Front Output
Shaft Nut
Remove front output shoft yoke using
Puller Tool W-172 as shown in Figure
10. Remove the felt oil seal and oil
seal gasket.
8-3
FIGURE 10- Universal Joint
Flange Puller
Remove the front oil seal using Puller
Tool W-251 as shown in Figure 11.
Remove the screws which attach the
rear bearing cover and remove the
cover.
CAUTION: When removing rear
bearing cover, take care to avoid dam-
age to the gaskets and shims between
the cover and case.
Position both shift roils in neutral.
Remove the left fork set screw.
Rotate the left shift roil ~ turn
counterclockwise. Hold the shift fork
and use a punch through the roil pin
hole as a handle to pull the shift roil
out of the case.
NOTE: When the shift fork is free of
the rail, use hand to catch poppet boll
and spring under shift rail.
Remove the screws which attach the
front shift rod housing. Slide the hous-
ing from the remaining shift rail.
REAR BEARING CAP
INSPECTION
Disassembly
Refer to Figure 7.
The rear bearing cap assembly may
be removed without disassembly of the
transfer case (Refer to "TRANSFER
CASE DISASSEMBLY"). To disassemble
the rear bearing cap assembly, use
the following procedure.
Remove the rear output shaft nut
and washer by using Yoke Holding
Wrench C-3281. Remove the rear out-
put shaft yoke by using Puller Tool
W-172, as shown in Figure 10.
Remove the rear output shaft seal
.
8-4
with Puller Tool W-251 os shown in
Figure 11.
FIGURE 11 - Yoke O il Seal
Removal Tool
Remove speedometer driven gear
~-.0 .t.~~ .~'VIn' ,,re o"CU"l- ~itg C."UJ1.
The output shaft may be removed
by topping it with o soft mallet.
The bearing cone and roller assem-
bly may be removed from the shaft
by lightly topping the rear face of
the roller assembly.
Remove the speedometer drive gear
and shims from the shaft.
If necessary, remove the speedo-
meter driven pinion bushing.
Assembly
If removed, install o new speedo-
meter driven pinion bushing using
Bushing Installer Tool W-133.
Top the front cone and roller as-
sembly onto the output shaft. Slide
the speedometer gear ond original
spacers onto the output shaft.
.1~-t ,,n,. au!p\>t Sl'run" rt\-roogn me
housing. Place the front end of the
output shaft on o firm surface. Place
the rear cone and roller assembly on
the output shaft. Top the bearing onto
the shaft to seat against the inner
spacers.
Use Driver Tool W-143 to install the
yoke seal. Install the fe lt seal, pro-
peller shaft yoke, flat washer and re-
taining nut. Tighten the nut to 225
to 250 Foot Pounds torque.
Measure the rear bearing cop as-
sembly end ploy as shown in Figure
12. The end ploy should be .001" to
.003". If the end ploy is incorrect, it
con be corrected by installing or re-
moving shims adjacent to the speedo-
meter drive gear.
TRANSFER CASE
Rear 0u1put Shaft
FIGURE 12 - Checking Rear O utput
Shaft Bearing Adjustment
SHIFT ROD HOUSING SEAL
REPLACEMENT
The shift rod seals con be replaced
without d isossembling the transfer case.
tfemove rne seals USing fYuller roof
W -176 os shown in Figure 13.
FIGURE 13 - Shift Rail O il Seal
Removal Tool
Use Thimble and Driver Tool W-130
to replace seals, os shown in Figure 14.
FRONT YOKE OIL SEAL
REPLACEMENT
The front yoke oil seal con be re-
placed without disassembling the trans-
fer case.
Remove the front propeller shaft nut
and washer using Yoke Holding
Wrench Tool C-3281.
Remove the front propeller shaft
yoke with Puller Tool W-172 os shown
in Figure 10.
Remove the felt seal, oil seal gasket
and oil seal. Use Puller Tool W-251
to remove the oil seal as shown in
Figure 11.
Use Driver Tool W-143 to replace
the seal. Install the o il seal gasket
and f~lt seal.
Thimble and Driver
7294
FIG URE 14 -Shift Rail Oil Sea l
Replacement Tool
Install the yoke, washer and nut.
Tighten the nut to 225 to 250 Foot
Pounds torque.
Use o rawhide or lead mallet and
drive the front of the front output
shaft to drive the shaft through the
gears and out of the case.
With the shaft removed, the output
shaft sliding gear con be lifted from
the front wheel drive fork. The fork
con then be turned and the shift rod
fork bolt removed.
CLEANING AND INSPECTION
Wash the .tr.ao."fP.r rA-.eo .!:lr.0 dl .t\u>
components in clean solvent. Blow dry
with compressed a ir. Clean a ll of the
old gasket material and dirt from all
gasket surfaces.
Inspect a ll thrust washers for scoring
and excessive wear. Inspect oil bear-
ings and cups for pitting or scoring.
Inspect the intermediate shaft for wear
or other damage. Remove Arbor Tool
W -280 from the .int.P.r.mP.diate g..~~
Remove the bearing spacers and
needle bearings and inspect them. If
the needle bearings ore faulty, inspect
the intermediate gear bore. Inspect
oil gears for chipped or broken teeth.
If any of the above conditions ore ex-
perienced, replace the ports involved.
TRANSFER CASE - ASSEMBLY
Re.Je.r to .F.igi.o.ro 7.
If removed, slide the right shift rod
partially into case. Place the right
shift fork on the rod with the bolt hole
aligned with the countersunk hole in
the rod. Insta ll the shift rod fork bolt.
Tighten to 12 to 15 Foot Pounds torque.
Place the right shift fork in the
proper position in the case. Set the

front output shaft sliding gear in the
shift fork with the slot in the gear
facing the rear of the case.
Install the rear cone and roller on
the front output shaft.
Insert the front output shaft gear
and thrust washer in place and slide
the output shaft through both gears.
Install the front thrust washer.
Install the front cone and roller as-
sembly on the output shaft.
Install the front and rear bearing
cups.
Install the shift rod housing gas-
ket, housing, lock washers and bolts.
Tighten the bolts to 28 to 30 Foot
Pounds torque.
Install the rear bearing cover shim
set, cover plate, lockwoshers and bolts.
Tighten to 28 to 32 Foot Pounds torque.
Use a dial indicator to check the
output shaft bearing adjustment as
shown in Figure 15. Pry the shaft to
the extreme rear position. Set the in-
dicator to zero. Pry the shaft forward
and read the indicator. Shaft end
ploy should be .001" to .003". End
ploy can be adjusted by changing
rear bearing cover shims. Shims are
available in the following thicknesses:
.003"
.010"
.031"
7295 1
FIGURE 15- Checking Output Shaft
Bearing Adjustment
Position the right shift rod in the
neutral position to allow the shift rod
interlocks to enter the detents in the
rod. Move the interlocks into the right
shift rod.
Remove the left shift rod detent cap
plug.
Insert the detent spring and boll.
Compress the detent and start the rod
into the case, just for enough to retain
TRANSFER CASE
the ball. Position the left rod so the
countersunk hole in the rod is up,
then rotate it Y.. turn counterclockwise.
Position and hold the shift fork in
the case. Push the shift rod through
the fork. Rotate the shift rod Y.. turn
clockwise and align the countersunk
hole in the rod with the hole in the
shift fork. Install the set screw and
tighten to 12 to 15 Foot Pounds torque.
Assemble the intermediate gear, rol-
lers and spacers using Arbor Tool
W-280.
Place the intermediate gear thrust
washers in the case with the tongs
aligned with the grooves in the case.
The rear washer con be held in place
by starting the intermediate shaft into
the case. Hold the front washer in
position with heavy grease.
Position the intermediate gear in
the case. Using a soft-faced hammer,
drive the intermediate shaft into the
intermediate gear, thus forcing Arbor
Tool W-280 out the front of the case.
Install the intermediate shaft lock plate,
lock washer and bolt. Tighten the bolt
to 12 to 15 Foot Pounds torque.
Install the rear bearing cap as-
sembly using a new gasket. Tighten
the bolts to 28 to 32 Foot Pounds
torque.
Using a new gasket, install the lower
cover. Tighten the bolts to 12 to 15
Foot Pounds torque.
Use Driver Tool W-143 to install
front and rear yoke seals as shown in
Figure 16. Install the oil seal gasket
and felt oil seal.
Install the front and rear propeller
shaft yokes. Tighten the nuts to 225
to 250 Foot Pounds torque.
SHIFT CONTROL CASE
Commando, Wagoneer
and Truck
Disassembly
Refer to Figure 17.
Remove control case from support
tube.
Remove retainer screws, retainer and
shift lever.
Remove lower cover. Remove lock
screw from pawl and remove the 2WD-
4WD High shift rod and pawl.
Pry tension spring from the notches
in the 4WD High and Low shift rod
and remove the rod.
Remove the two clips from the tor-
8-5
FIGURE 16- Replacing Yoke Oil Seal
sion spring retainer rod and remove
the rod and spring.
Assembly
Insert the torsion spring, retaining
rod and retainer clips.
Install the 4WD High and Low shift
I
rod. Seat the tension spring in the
notches in the rod.
Position the 2WD-4WD High shift
pawl in the case. Insert the shift rod
through the pawl and install the set
screw. Be sure the holes ore aligned
to permit the set screw to bottom in
the rod .
Install the lower cover.
Install the case onto the support
tube and connect the shift rods to
the transfer case rods.
TRANSFER CASE SHIFT
LINKAGE
Shifter rods from the shift control
cose or lever connect to the shifter
rods of the transfer case either d irectly,
or through non-adjustable links. The
lever assembly mounts in a support
tube on the transfer case. Two square-
head cap screws secure the support
tube to the transfer case, and another
two square-head cop screws secure
the lever assembly to the support tube.
Holes ore drilled in the support tube
for the four cap screws so that mount-
ing positions cannot be altered.
Removal
To remove the lever assembly, re-
move the cotter pins and clevis pins
or nuts that connect the shifter rods
of the lever assembly to the shifter
rods of the transmission or to the links.
Remove the square-head cop screws
that secure the shift lever assembly
8-6 TRANSFER CASE

Shift lever Knob---------~

lock Nut (Special)

Shift lever

Shift Rod link

Shift lever Control Case

Shift Rod Seoring - - - -- - -Support Tube

- - - - - - Cover Gasket (Control Cose)

~ ----cover
~
i
FIGURE 17- Transfer Case Shift Control lever- Commando, Wagoneer and Truck

to the support tube. Slide the lever
assembly from the support tube.
Installation
To install the lever assembly, position
both shifter rods in the extreme for-
word detented position. Shift the shift
lever assembly to the 4H (4WD High)
position. Position the shifter lever as-
sembly on the support tube, but do not
install the square-head cop screws.
Connect the shifter rods of the shift
lever assembly to the shifter rods of
the transfer case, using clevis pins and
cotter pins. Install the square-head cap
screws that secure the shift lever as-
sembly to the support tube.
NOTE: The transfer case shift control
case and/or linkage should be lubri-
cated periodically. Refer to Maintenance
- Lubrication, Section B.
TRANSFER
CASE SPECIFICATIONS
Type ................ Four-Position
Make .....................Spicer
Model ....................... 20
Gear Ratio:
High ...................... 1:1
low ...... . ............. . 2.03:1
Two-Wheel Drive ............ 1:1
 TRANSFER CASE 8-7

W-176 Shifter Shaft Oil Seal Puller

W-321 One Inch
Travel Indicator

W-172 U-Joint Flange Puller

W-280 Counter W-133 Speedometer Drive

Shaft Needle Bearing Pinion Bushing Driver
Aligning Arbor

W-251 Output Shaft

Oil Seal Puller
(front ond Reor) W-143 Output Shaft Oil
Seol Driver (Front and Reor)
C-3281 U-Joint
Flonge Holding W rench
7'2213
W-130 Shifter SMft Oil
Seol Installer Thimble
and Driver

FIGURE 18 - Transfer Case Tools

8-8 TRANSFER CASE

TECHNICAL SERVICE LETTER REFERENCE

Date Letter No. Subject Changes information on Page No.

 BRAKES AND WHEELS 9-1

Page Page
BRAKE SIZES ..................................... 1 WHEEL BALANCING .............................. 10
POWER BRAKE UNITS ................... ..... ..... 1 WHEEL BEARING SERVICE ......................... 10
HYDRAULIC SYSTEM . .. . ........................... 1 Front Wheel Bearing Adjustment .................. 10
DIAGNOSIS GUIDE ............................... 1 Checking Rear Wheel Bearings .................. . 10
MASTER CYLINDER .............................. 1, 5 Rear Wheel Bearing Adjustment .................. 10
WHEEL CYLINDERS ................................ 6 TIRE SERVICE .................................... 10
BLEEDING HYDRAULIC SYSTEM ...................... 6 TIRE CARE ...................................... 11
WHEEL BRAKE UNITS .............................. 7 TIRE PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
PARKING BRAKES ................................. 8 TIRE INFLATION PRESSURES (PSI) CHART ............ 12
POWER BRAKES .................................. 8 TOOLS ......................................... 13
WHEELS ........................................ 9
BRAKE SIZES
BRAKING AREA
FRONT BRAKES REAR BRAKES (SQUARE INCHES)
Jeep Master Cylinder Brake Wheel Cylinder Brake W heel Cylinder
Model Bore Diameter Size Diameter Size Front and Rear
Diameter
CJ-5/CJ-6
Commando
Wagoneer 11" X 2" 11"x2" 180.8
Truck: 1" 1Ys" 1&/16,
5000GVW
6000GVW
12" X 2" 12" X 2" 195.6
7000GVW
8000GVW 12Ys" X 2" 12Ys" X 2" lS/l "
18 209.6

POWER BRAKE UNITS Hydraulic Checks MASTER CYLINDER-

Two power brake units are used:
a single diaphragm unit and a tan-
dem diaphragm unit.
Power brake malfunctions should be
diagnosed by following the Brake
Diagnosis Guides.
If the diagnosis procedure indicates
on internal malfunction of the power
unit and disassembly is required for
correction, the power unit should be
serviced as an assembly only, and not
overhauled. Refer to "Power Brake Unit
Adjustment."
HYDRAULIC SYSTEM
Use Jeep Brake Fluid, Jeep Heavy
Duty Brake Fluid Part No. 94558 or
equivalent marked SAE J 1703 Motor
Vehicle Brake Fluid.
The hydraulic system should be kept
free of dirt and moisture. If contamina-
tion is suspected drain the system and
flush with clean brake fluid.
CAUTION: Keep mineral oils, gaso-
line, or kerosene out of the system as
they cause rubber cups to soften, swell,
and distort; resulting in failure. Never
use reclaimed broke fluid.
The level of the broke fluid in the
master cylinder should be checked
frequently (every 6,000 miles or 4
times a year minimum) and refilled
to Y," from the filler cap. If the
broke pedal has a spongy feel it
is probably due to air in the hydraulic
system and it will be necessary to bleed
the system. The broke system may be
bled manually or by use of a pressure
bleeder. Before bleeding the system,
check fluid level in the master cylinder
reservoir and refill if necessary.
DIAGNOSIS GUIDE
In most instances, the customer will
describe the difficulty os one or more
of the conditions listed in the Brake
Diagnosis Chart (Page 9-4). Rood test
the vehicle with the customer to con-
firm the difficulty and obtain addi-
tional information which will be help-
ful.
The diagnosis guides are in sequen-
tial procedure to aid in determining
the cause of a brake problem.
Guide "A" (Page 9-2) is to be used
for all vehicles and Guide "B" (Page
9-3) is to be used for vehicles equipped
with power brakes after completing the
steps outlined in Guide "A"
DOUBLE-SAFETY BRAKE
In the Double-Safety brake system
the hydraulic system for the front
brakes is completely separate from the
rear brakes. In the event of hydraulic
broke failure in the front system, the
rear hydraulic brakes still operate and
conversely, if a failure occurs in the
rear brakes, the front brakes will still
operate.
A double hydraulic cylinder with
two outlets, two fluid reservoirs, and
two hydraulic pistons (o primary and
secondary) is operated in tandem by a
single hydraulic push rod.
With the master cylinder fluid res-
ervoirs filled and the front and rear
brake systems bled there is a solid
column of fluid on the forward side of
both the primary and the secondary
pistons.
Upon application of the brakes,
through movement of the broke pedal,
fluid is displaced by the pistons into
the wheel cylinders to activate both
front and rear brakes. Upon release of
the brakes, fluid returns from the
wheel cylinders through the residual
check valve to the master cylinder
bore.
9-2 BRAKES AND WHEEtS

BRAKE DIAGNOSIS GUIDE "A"-All TYPES

Test 1

Road Test to Confirm Customer's Description. Make several

brake applications at about 20 MPH to determine if vehicle
stops evenly and quickly.

Test 2
Check Master Cylinder Fluid.

I If fluid level and type are correct.

I If low, contaminated, or if pedal has a spongy
feel when applying the brakes.

I
Adjust brakes by making 10 to 15 hard brake
applications alternating between forward and
I
Bleed System
I
reverse.

If unable to bleed system properly see Brake

Diagnosis Chart-Hydraulic Column.

Test 3

Depress brake pedal and hold foot pressure on

pedal. If vehicle is equipped with power brakes,
stop engine and deplete all vacuum reserve in
system. Hold pressure for three minutes.

~ !
If pedal is firm and
If pedal is firm and maintains maintains position, and
position, and vehicle does not If peda l gradually falls away, the vehicle has power
have power brakes. hydraulic system is at fault. brakes, continue with
Guide "B"

1
Rood Test Vehicle. If problem See Brake Diagnosis Chart-
still exists, see Broke Diogno- Hydraulic Column.
sis Chart - Mechanical Col-
umn.
 BRAKES AND WHEELS 9-3

BRAKE DIAGNOSIS GUIDE " B"-POWER BRAKES ONLY

Test 4

When engine is stopped and transmission is in neutral, apply

brakes several times to deplete all vacuum reserve in the
system. Depress broke pedal, hold light foot pressure on
pedal, and start engine.

If no action is felt, vacuum system is not func-

If the vacuum system is operating, pedal will tioning.
tend to fall away under foot pressure, and less
pressure will be required to hold pedal in ap-
plied position.

See Broke Diagnosis Chart-

Vacuum Column.

Test 5

With engine running and brakes off, run to

medium speed and turn off ignition, immediately
closing throttle. This builds up vacuum. Wait no
less thon ninety seconds, then try broke action.

If vacuum assisted for two or more

If not vacuum assisted for two or more
applications.
applications, vacuum check valve is
faulty or there is o leak in the vacuum
system.

See Broke Diagnosis Chart-Vacuum

Column.

Rood Test Vehicle. If problem still

exists, see Broke Diagnosis Chart -
Mechanical Column.
9-4 BRAKES AND WHEELS

BRAKE DIAGNOSIS CHART

CONDITION MECHANICAl HYDRAULIC VACUUM (Power Unit)

lOW PEDAl
(Excessive Pedal Travel
to Apply Brakes) FG I fg T k

SPONGY PEDAl
(A Springy Sensation of
Pedal Upon Application) PQU

HARD PEDAl
(Excessive Pedal Pressure
Needed to Stop Vehicle) AFGKVaf RTUW cehk

FADING PEDAl
(A Falling Away of Pedal
Under Steady Foot Pressure) PQSTW

GRABBING OR PUlliNG ADEGHIKlVXYo RW k

NOISE
(Squealing, Clicking or
Scraping Noise) FGHIJl

CHAmR OR SHUDDER
(May be Accompanied by Brake
Roughness or Pedal Pumping) DGil

DRAGGING BRAKES
(Slow or Incomplete Release
of Brakes) ABCFGHKlVafg RUTW k

A - Pedal linkage - binding. (Check
first by bleeding one wheel cylinder
using light pedal effort. Observe for
smooth full travel of pedal. Next, run
engine to medium speed; close throttle,
depress brake pedal as far as possible
and release slowly; turn off ignition;
as quickly as possible remove vacuum
check valve from power unit. Observe
for backward movement of linkage
and pedal. Any movement indicates
bind.)
B - Parking brake cables and linkage
sticking, dirty or corroded.
C- Parking brake improperly adjusted
(Too loose or too tight).
D - Wheel Bearings loose.
E - Front Wheel alignment or uneven
tire tread.
F - Brake Shoes improperly adjusted.
Automatic adjusted parts - corroded,
distorted or broken.
G - Broke linings or disc pads worn,
contaminated or distorted.
H - Shoe return spring - weak, bro-
ken, improperly installed.
I - Drums - crocked, thin (beyond
.060" of original specification) scored,
hard spotted, or out of round.
J - Missing or misaligned anti-noise
spring, or weak shoe hold-down
springs.
K - Brake Support Plate ledges -
rusted, or grooved.
l - Support Plate - loose, worn, or
distorted.
P - Hydraulic system fluid - Air in
system, improper quality (low boiling
point).
Q - Hoses and lines - soft or weak
(expanding under pressure).
R - Hoses and lines - kinked, col-
lapsed, dented, or clogged.
S - Hoses and lines - loosely con-
nected, ruptured, or damage (causing
leakage).
T - Moster cylinder - primary cup
worn or damaged; bore worn, rough,
corroded.
U - Moster cylinder - check valve
faulty, or compensator port blocked.
V - Wheel cylinder pistons - frozen
or seized.
W - Wheel cylinders - cups swollen,
worn or damaged seals, bores rough
or corroded.
X - Wheel cylinders mismatched
(Size).
Y - Check tire pressure.
a - Power unit valve rod linkage bind-
ing.
c - Vacuum lines- loose, broken, col-
lapsed. Engine vacuum low.
e - Vacuum check valve - defective
-sticking.
f - Power unit hydraulic push rod im-
properly adjusted.
g - Air trapped in hub cavity of mas-
ter cylinder - inspect and remove
master cylinder boot if installed.
h -Air filter- dirty, clogged.
k - Corrosion or lack of lubrication in
power cylinder. Control valve, power
cylinder, piston or diaphragm defec-
tive.

MASTER CYLINDER
Disassembly
Remove the filler cop ond empty all
fluid.
Remove the primary piston stop,
located in the bottom center of the
master cylinder.
Remove the push rod, snap ring, and
the primary and secondary piston as-
semblies. Air pressure applied through
the compensator port in the front reser-
voir will facilitate removal of the
secondary piston ossemb ly.
A residual check valve is located
under both the front and rear fluid
outlet tube seats on standard and
power drum brakes. To gain access to
the check valves, the tube seats must be
removed with the self tapping screws
supplied in the repair kit. Screw the
self topping screws into the tube seats
and place two screwdriver tips under
the screw head. Pry the screw upward
as shown in Figure 1.
Used With Manual Brakes Only
Primary
Primary Cup
FIGURE 2 - Master Cylinder Components
BRAKES AND WHEELS
FIGURE 1- Removing Tube Seats
Remove the return spring, cup pro-
tector, primary cup, primary cup
washer, secondary cup and "0" ring
from the secondary piston. DISCARD
ALL OLD RUBBER PARTS.
The primary piston assembly is sup-
plied in the repair kit, therefore, it will
not be necessary to retain the original
primary piston.
Push Rod Retainer
..-.... "J n.t(Volve Spri119s
~~ Check Valves
front Broke Outlet
9-5
Cleaning
Clean all metal parts in clean broke
fluid or an approved broke system
cleaner. Use air pressure to remove dirt
and cleaning solvent from recesses and
internal passages.
When overhauling a master cylinder,
use all parts furnished in the repair kit
(except the push rod boot on vehicles
equipped with power broke units).
After cleaning, place all hydraulic
system ports on clean paper or in a
clean pan.
Inspection
Inspect all ports for damage or ex-
cessive wear. Replace any damaged,
worn or chipped ports. The master
cylinder must be replaced if the hy-
draulic bore shows signs of scoring,
rust, pitting or etching.
Rear Brake Outlet
Che<k ~Q.
~~
j
~ Tube Seats
l70157
9-6
Assembly
Prior to assembly of the master cylin-
der, coat all components with clean
broke fluid.
Place the primary cup washer, pri-
mary cup protector, and return spring
on the secondary piston.
Install the "0" ring and secondary
cup on the secondary piston.
NOTE: Install the primary and sec-
ondary piston with the flat sides of the
cups facing each other.
Coat the cylinder bore and piston
assemblies with clean brake fluid be-
fore installing pistons in the master
cylinder.
Install the secondary piston assem-
bly, spring end first. Install the primary
piston assembly which is supplied in the
repair kit. Secure the pistons in the
bore with the snap ring. Place a new
"0" ring on the primary piston stop
and install the piston stop in the master
cylinder.
Place new rubber check valves over
the check valve springs and install in
the fluid outlet holes, spring end first.
Install the tube seats and press into
place with the tube nuts.
On vehicles without power brakes,
assemble the boot, snap ring and
washer on the push rod; then install
the retainer on the push rod with the
prongs toward the master cylinder end
of the rod. The retainer must engage
in the groove on the rod.
Insert the push rod assembly into
the master cylinder and install the
snap ring in the groove of the master
cylinder bore.
CAUTION: Do not install the push
rod retainer or the rubber boot on ve-
hicles equipped with power brakes.
When replacing a complete master
cylinder, the original push rod must
be used. Service replacement cylinder
will hove the snap ring and retainer
installed, therefore, on units without
power brakes, remove the snap ring,
washer, and retainer from the replace-
ment cylinder and assemble the boot,
snap ring, and push rod retainer on the
push rod as previously described.
When replacing the master cylinder
on units with power brakes remove and
discard the snap ring, washer, and
retainer prior to installation.
Before the master cylinder is in-
BRAKES AND WHEELS
stalled on the vehicle, the unit must be
bled. Refer to "Moster Cylinder Bleed-
ing."
Master Cylinder Bleeding
Before the master cylinder is in-
sta lled on the vehicle, the unit must be
bled.
Support the cylinder assembly in a
vise and fill both fluid reservoirs with
approved broke fluid.
Fabricate two bleeding tubes as
shown in Figure 3. Use a wooden
dowel or the push rod to depress the
piston assembly slowly. Allow the pis-
tons to return under the pressure of
the springs. Repeat until all air bubbles
cease to appear.
FIGURE 3 - Bleeding Moster Cylinder
Prior to installing the master cylin-
der, check the power unit push rod as
outlined in "Power Broke Unit Adjust-
ment."
Install the master cylinder on the
vehicle, remove bleeding tubes, con-
nect hydraulic lines, and bleed the
hydraulic lines at the wheel cylinder.
(Refer to "Bleeding Hydraulic Sys-
tems.")
WHEEL CYLINDERS
The front and rear wheel cylinders
contain a pair of opposed pistons
fitted with rubber cups and a compres-
sion spring to keep the cups tight
against the pistons (Fig. 4).
~ -\~\\\
Boot Piston Cup i-- Bleeder Screw
69208
FIGURE 4 - Front Wheel Cylinder
After removing the wheel cylinders
from the broke support plate, remove
the boots from both ends of the cylin-
der. The pistons and cups ore forced
out of the barrel by the compression
spring. Clean all component ~s in
alcohol or clean broke fluid. If the cyl-
inder is scratched or pitted, it will be
necessary to replace the cylinder.
Whenever a wheel cylinder is disas-
sembled, the operating cups must al-
ways be replaced. Upon assembly, dip
all component ports in hydraulic broke
fluid.
BLEEDING HYDRAULIC SYSTEM
Bleeding the entire broke system is
necessary whenever a hydraulic line
is disconnected from the master cylin-
der, or whenever the brake pedal is
"spongy" on application. If a line is
disconnected at one individual wheel,
that wheel cylinder must be bled.
NOTE: If fluid is contaminated, flush
the system with the specified hydraulic
fluid for the particular system being
bled until clear fluid is observed of all
wheel cylinders.
Before bleeding, fill the master cyl-
inder reservoirs with recommended hy-
draulic broke fluid.
CAUTION: While removing the res-
ervoir filler cops, extreme core must be
exercised to prevent dirt from entering
the reservoir and master cylinder, as
dirt lodged between the pistons and
the cylinder walls will cause failure.
Use a standard diaphragm type
pressure bleeder such as C-3496-A and
follow the particular Manufacturer's
instructions.
NOTE: Release air pressure from
bleeder after each use to prevent aera-
tion of fluid in the bleeder.
Where pressure bleeder equipment
is not available, use the following
method:
Attach a bleeder hose and allow it
to hong in a clean container. Unscrew
the bleeder connection % turn and
depress the foot pedal to floor, tighten
bleeder connection and allow the
pedal to return slowly to released posi-
tion. Repeat the pumping action until
enough fluid has passed through to
expel all the air from the line. Do this
at each of the four wheels.

Watch the flow of fluid from the
hose, the end of which should be kept
below the surface of the fluid, when
all air bubbles cease to appear, close
the bleeder connection.
Fluid withdrawn in the bleeding op-
eration should not be used again.
Fluid should be replenished in the
reservoirs after each wheel cylinder is
bled. When the bleeding operation is
completed, the reservoirs must be re-
filled to within 7"2" from the top.
NOTE: When refilling the hydraulic
reservoir, make certain the correct fluid
level is present in both sections of the
cylinder.
WHEEL BRAKE UNITS
The wheel brake units consist of a
support plate, two broke shoes, broke
shoe return springs, self-adjusting op-
erating parts, and a wheel cylinder.
Wheel Cylinder Shoe Guide Plate
Primary
Spring
Retainer
Adjusting Screw
FIGURE 5 - Brake A ssemb ly Components - Left Front
The automatic adjuster continuously
maintains correct operating clearance
between the broke linings and the
drums by adjusting the brakes in small
increments in direct proportion to lin-
ing wear. This continuous adjustment
prevents gradual increase in the broke
pedal travel as the linings wear. The
adjuster, therefore, odds the safety
feature of maintaining adequate pedal
reserve during the service life of the
lining.
After the lining wears enough to re-
quire adjustment, the adjusting cable
or link will lift the lever into engage-
ment with the next tooth of the star
wheel when the brakes ore applied.
BRAKES AND WHEELS
When the broke is released, the shoes
return to the anchor.
The self-adjuster utilizes the move-
ment of the secondary shoes in a re-
verse brake application to actuate the
adjuster lever.
This action will repeat on subse-
quent broke applications, until the
shoe to lining clearance is reduced
to a point where the shoe movement
is not enough to cause the cable to
lift the lever to the next tooth.
The adjusting lever and adjusting
screw assembly ore left hand or right
hand parts, NOT interchangeable, and
MUST be kept separated.
Disassembly
After removing wheels and drums,
grasp the adjusting lever with a pair
of pliers and remove its tong from the
hole in the secondary shoe.
Adjuster
Adjusting lever
72171 Spring Pa rking Bra ke Cable
FIGURE 6 - Brake Assembly Components - Left Rear
Place Broke Cylinder Clamps C-416
over wheel cylinders to retain the pis-
tons in place while the shoes ore being
removed.
Remove the return springs with o
broke spring remover, Tool C-3785.
Remove secondary return spring, ad-
juster cable, primary return spring,
cable guide, adjuster lever, and ad-
juster springs.
Remove hold down springs and
broke shoes.
Cleaning:
For grease contamination, clean all
ports, except the broke drums, with
mineral spirits or other suitable solvent.
9-7
For b'roke fluid contamination clean all
ports with alcohol.
If the type of contamination cannot
be determined clean first with mineral
spirits and then with alcohol. Final
cleaning of all ports, especially the
broke drums, should be done with a
soap and water solution.
Inspection:
Pull bock wheel cylinder dust boot
to inspect for leakage. If evidence of
leakage is observed, the cylinder
should be disassembled and inspected
as described in "WHEEL CYLINDER."
Polish the ledges of the broke sup-
port plate with fine sandpaper or
emery cloth. After polishing, if grooves
exist which may restrict shoe movement
the broke support plate must be re-
placed. An attempt to remove the
grooves by grinding may result in im-
proper shoe to drum contact.
Retainer
Adjusting lever
Adjusting Screw 72184
Inspect the lining wear pattern. If
the wear across the width of the lining
is uneven the drums should be carefully
inspected for flare, the shoes inspected
for correct positioning, and the support
plate inspected for distortion. Inspect
all springs for evidence of overheat
(discoloration) and fractures. The self-
adjusting cable should be inspected for
kinks, fraying and an elongated eyelet.
Inspect the adjusting screw for free-
dom of rotation. Also inspect the self-
adjuster lever for wear and distortion.
Before assembly, lubricate the sup-
port plate ledges, anchor pin, self-
adjusting cable guide and adjuster
screw threads and pivot with chassis
 9-8
lubricant NLGI No. 2. Also, lubricate
the parking brake cable lever located
on the rear wheel secondary shoes.
Assembly
IMPORTANT: When it is necessary to
replace broke shoes and linings on one
wheel, the shoes and linings should be
replaced on the opposite side (wheel)
to maintain proper braking balance.
Position broke shoes on the brake
support plate and install hold down
springs. Place adjuster cable eyelet on
the anchor pin, install primary return
spring. Position cable guide and install
the secondary return spring (Fig. 6).
Install adjuster screw assembly. Place
the small hooked end of the adjuster
spring in the Iorge hole in the primary
shoe and place the large hooked end
of the adjuster spring in the adjuster
lever.
Place the hooked end of the adjuster
cable in the adjuster lever and position
adjuster cable over the cable guide.
Grasp the adjuster lever with pliers
and hook the adjuster lever tong in
the large hole in the bottom of the
secondary shoe.
FIGURE 7 - Broke Shoe Return Spring Installation
Brake Shoe Adjustment
After wheel broke units hove been
disassembled for any reason, an initial
adjustment MUST be mode before
drum installation.
When the broke parts have been
installed in their correct position, ini-
tially adjust the adjusting screw assem-
blies to a point where approximately
%" of threads ore exposed between
the star wheel and star wheel nut.
NOTE: Following the initio/ adjust-
ment and fino/ assembly, check broke
pedal height to ensure broke operation.
Then drive the cor in reverse and for -
word, making 10 to 15 broke applica-
tions prior to rood testing. This action
balances the adjustment of the four
broke units and raises the broke pedal.
BRAKES AND WHEELS
Adjustment may be mode manually
be removing the access slot cover and
using a broke adjusting tool or screw
driver to rotate the star wheel until the
wheel is in the locked position. To
tighten, rotate the star wheel in the
clockwise direction. Then bock off the
star wheel at least 15 to 20 notches
(clicks).
To bock off the star wheel on the
brake, insert ice pick or thin blade
screw driver in adjusting screw slot to
hold lever away from adjusting screw.
Bock off on adjusting screw until wheel
and drum turn freely. Replace adjust-
ing hole cover.
FIGURE 8 - Brake Shoe Adjustment
l70164
CAUTION: DO NOT attempt to bock
off on odusting screw without holding
adjuster lever away from screw os ad-
juster will be damaged.
PARKING BRAKE
The parking broke applies the rear
broke shoes by means of cables con-
nected between the parking broke Ia-.
ver and the rear broke support plates.
Parking Brake Adjustment
Prior to adjusting the parking broke,
the service brakes must be correctly
adjusted as outlined under "Broke
Shoe Adjustment."
To assure correct cable adjustment,
support the vehicle by axle contact.
Inspect actuating cables and equal-
izer for freedom of movement and
proper operation. Spin the wheels and
tighten the adjusting nut until the reor
wheels drag slightly. Loosen the ad-
justing nut until there is no drag and
the wheels turn freely. Relock the ad-
justing nut.
POWER BRAKES
Power braking is a method of hy-
draulically applying the wheel broke
units with power supplied by a pres-
sure differential between engine vac-
uum and atmospheric pressure. It is
actuated and controlled by a mini-
mum amount of foot pedal pressure.
The combined vacuum power unit
and master cylinder is on integral port
of the broke system.
The power broke units ore self con-
tained vacuum hydraulic power brak-
ing units of the vacuum suspended type
which utilize engine intake manifold
vacuum and atmospheric pressure for
its power.
Power Unit Adjustment
The power unit push rod height
must be checked or adjusted whenever
the master cylinder and power unit
is separated, or when need for such
adjustment is indicated by the "Diag-
nosis Chart."
This adjustment is very important be-
cause it ensures the compensating ports
of the hydraulic master cylinder being
kept open while the unit is in its
released position.
To check push rod height, a push
rod height gouge must be made ac-
cording to the dimensions given in
Figure 9.
---------~ ---------
-,
t 0
rcv-1-<D-1
0
! l
1 - 2-7/8" 4- 3/4"
2 - 1-3/.4" 5 - 11/16"
3 - .980" to .995"
172129
FIGURE 9 -Push Rod Height Gouge
Dimensions
 BRAKES AND WHEELS 9-9

To check the push rod height, place Bearing Bearing Cop Screw
the height gauge over push rod with
Gasket
legs of gauge resting on front shell
of vacuum power unit, as shown in
Fgure 10. Top of screw should just
touch gauge.
Gouge
brt front Wheel
Spinel..
Drive Flange Hub Cop
L72127

FIGURE 12- Front Wheel Attaching Parts, Four-Wheel-Drive Vehicles

FIGURE 10 - Checking Push Rod

Height With Gauge

The push rod length may be short-

ened or lengthened by holding the rod /
serrations with pliers and turning the /
adjusting screw in or out to the desired
length, (Fig. 11 ).
--- -- --/ /
/
/

FIGURE 13- Rear Wheel Attaching Parts- Flanged Axle

Cone Washer Nut
Axle Shaft

7~
FIGURE 11 - Adjusting Push Rod
length
l
Power Brake linkage
Bellcrank
--~e~==~======~======~
____ - -
\.
- - - - -- - - - ~~.
Whenever the power unit is sepo-
rated from the master cylinder, the
bellcrank should be checked for free
Inner Bearing Cup -----
operation and lubricated if necessary.

WHEELS
Each front wheel is carried on two
opposed tapered beorings, as shown in
Figure 12.
The rear wheels on semi-float axles
ore carried on a single unit bearing
Inner Bearing locltwosher
mounted on each flanged axle shaft as
Outer Bearing
shown in Figure 13.
The rear wheels on vehicles with Broke Backing Plate tnl 2:)
full-float axles are carried on two
opposed tapered bearings, as shown in FIGURE 14 - Rear Wheel Attaching Parts- Full-Float Axle - (8000
Figure 14. GVW Truck Only)
9-10
Wheel bearings, except for the UNIT
bearing on semi-float rear axles with
the flanged axle shaft, are adjustable
for wear and their satisfactory opera-
tion depends upon peroodic attention
and correct lubrication.
WHEEL BALANCING
Wheel balancing with the wheel on
the vehicle is recommended with the
exception that the wheels on vehicles
equipped with the Trac-lok axle should
always be removed for balancing.
WHEEL BEARING SERVICE
Adjustment of the wheel bearings
is critical because it establishes the
running clearance of the wheel bear-
ings. Wheel bearing adjustment that
is too tight preloods the bearings and
causes them to run hot. Loose wheel
bearings permit the drum hub to shift
its position on the bearings as thrust
loads vary with acceleration, braking,
and cornering.
Loose bearings also cause erratic
braking. To check the wheel bearings
for adjustment, brakes must be free
and in fully released position.
Checking Front Wheel
Bearings
Raise the front end of the vehicle
with a jack sa that the tires clear the
floor.
Grip the tire and test sideways 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 ad justment is too tight,
the rollers may break or become over-
heated. loose bearings may cause ex-
cessive wear and noise.
If this test indicates bearing adjust-
ment is necessary, follow the procedure
given below.
loose bearings will cause a side-
ways shake that is evident around the
entire circumference of the wheel. A
shake that is evident only when grip-
ping the wheels in a plane parallel
to the ground, but not evident around
the entire circumference, probably in-
dicates looseness in the steering link-
age.
BRAKES AND WHEELS
Front Wheel Bearing
Adjustment
With the vehicle on the jack, the
following procedure should be fol-
lowed to adjust the front wheel bear-
ings on four wheel-drive vehicles.
Remove the hub cop, snap ring,
capscrews, and washers that attach the
driving flange to the hub.
Using the Front Axle Shaft Drive
Flange Puller W-163, pull the driving
flange.
Bend the lip of the nut lockwasher so
that the lock nut and lockwosher may
be removed.
Using Tool W-144 or DD-1241, ro-
tate the wheel and tighten the adjust-
ment nut until the wheel binds.
FIGURE 15- Rear Wheel, Flanged
NOTE: Front tire and wheel must be Axle and Bearing Assy.
rotated by hand as the adjusting nut is
tightened to ensure positive seating of
Rear Wheel Bearing
the bearing.
Adjustment - Full-Float Axle -
Then bock off the adjusting nut 8000 GVW Truck Only
about one-sixth turn making sure that
the wheel rotates freely without side- The following procedure should be
wise shake. followed to adjust the rear wheel
Replace the lockwasher and lock- bearings.
nut. Bend over the lockwasher lip. Remove the axle shaft.
Check the adjustment. Reassemble Bend the lip of the lockwosher so
the driving flange and hub cop. Make that the locknut and lockwasher may
certain the gasket is properly installed be removed.
between the hub and the flange. Jock up the wheel so it can be ro-
tated. Use on axle stand under the
Checking Rear Wheel axle.
Bearings Rotate the wheel and tighten the ad-
justing nut with Tool DD-1245 until
Place a jock under the axle housing.
the wheel binds. Then bock off about
With hands, test sidewise shake of the
one-sixth turn until the wheel rotates
wheel. If bearings ore correctly ad-
freely without side shake.
justed, shake of wheel will be just per-
Replace the locknut and bend over
ceptible and the wheel will turn freely
the lockwasher lip.
with no drag. If adjustment is neces-
Recheck the adjustment. Install the
sary, follow the appropriate procedure
axle shaft.
g iven below.
Rear Wheel Bearing TIRE SERVICE
Adjustment- All Models Except Refer to Figure 16.
8000 GVW Truck One of the most important factors of
safe vehicle operation is systematic
Flanged Axle Shaft - Semi-Float Axles
and correct tire maintenance. Tires
Vehicles equipped with the flange must sustain the weight of a loaded
type rear axle shaft require no wheel vehide, withstand more than ordinary
bearing adjustment. The flanged axle rough service, provide maximum safety
shaft is equipped with a single row, over all types of terrain, and furnish
pre-adjusted, tapered roller unit-bear- the medium on which the vehicle can
ing capable of accepting thrust in be maneuvered with ease. Although
either direction. The unit-bearing ad- there ore other elements of tire ser-
justment is built in at the factory mak- vice, inflation maintenance is the most
ing shimming or bearing adjustment important and in many instances the
unnecessary. Refer to Figure 15. most neglected. The tire pressure

should be maintained for safe opera-
tion. An under-inflated tire is dan-
gerous as too much flexing con cause
beokoge of the casing. Overinflation
in time may cause a blowout.
Upon careful inspection of tires, it
moy be found that improper wheel
ognment, balance, grabbing brakes,
poor driving habits, fast cornering or
other conditions ore the cause of wear.
Such conditions should be corrected.
Underinflation
Underinflotion distorts the normal
contour of the tire body and the tire
bulges or ''bellies out" with on ex-
treme flexing action. This wears the
tread at the edges more than the
center and generates excessive inter-
no! heat, weakening the cords and
resulting in bruises, broken cords or
ply separation. Underinflotion also
leads to rim bruises as insufficient
resistance is provided to prevent the
tire from being jammed against the
rim and crushed or cut when the t ire
str:kes a curb, rock, or rut.
Overinflation
When o tire is overinflated, in-
creased tension caused by excessive
pressure prevents proper deflection of
the sidewalls. This results in wear in
the center of the tread and the tire
also loses its ability to absorb rood
shocks. Under this increased strain,
cords in the tread oreo eventually
snap under Impact, causing a casing
break.
WEAR AT SHOULDERS
I
!
H
UNDER INFLATION
ADJUST PRESSURE TO SPECIFICATIONS
WHEN TIRES ARE COOL
BRAKES AND WHEELS
Misalignment Wear
Excessive wheel comber causes the
tires to run ot on angle to the rood
and cause excessive wear on one side
of the tire tread.
Front wheels should be straight
ahead, or with very slight toe-in.
When there is excessive toe-in or any
toe-out, tires will revolve with a side
motion and scrape the tread rubber
off. Front tires will show wear on the
outside with too great a toe-in condi-
tion, and on the inside with a toe-out
condition.
Balance
Cupping or bold spotting of tires
is associated with wear on a vehicle
driven mostly at high-way speeds with-
out the recommended tire rotation ond
with unbalance conditions.
TIRE CARE
NOTE: For satisfactory 4-whee/ drive
operation, a 4-whee/ drive vehicle
MUST be equipped with the same size
tires of equal circumference on all four
wheels. The tires must then be inRoted
to proper factory recommended pres-
sures at all times.
Tire pressure, tire rotation, wheel
balance, and wheel alignment ore the
four vital factors that influence the
extent of tire life and the ease and
safety of vehicle control. Four of the
most common tire troubles ore:
..
WEAR AT CENTER WEAR ON ONE SIDE
~
OVER INFLATION EXCESSIVE CAMBER
ADJUST CAMBER TO
SPECIFICATIONS
FIGURE 16- Tire Wear Pattern
9-11
Excessive wear around the outer
edges resulting from underinflotion.
Excessive wear in the center of the
tread resulting from overinflotion.
Tire tread worn on one side indicat-
ing wheels need realigning.
Cuplike depressions on one side of
the tread indicating wheels need bal-
ancing.
Tire Removal and Installation
To remove a tire from a drop center
rim, first deflate completely and then
force the tire away from the rim
throughout the entire circumference
until the bead falls into the center of
the wheel rim. If the vehicle is
equipped with tires that use on inner
tube, carefully remove the inner tube.
With the inner tube removed, or on
tubeless tires, a tire removing tool
should be used to remove the tire
from the rim.
Installation of the tire is mode in the
some manner by first dropping one
side of the tire into the center of the
rim and with o tire tool raise the
bead over the wheel rim. The inner
tube con now be installed on vehicles
so equipped.
Rotate tires every 6,000 miles.
When mounting the wheel, a lter-
nately tighten opposite stud nuts. After
the nuts hove been tightened with the
wheel jacked up, lower the jock so
wheel rests on the floor and retighten
nuts. Torque nuts 65 to 90 Foot Pounds.
FEATHERED EDGE BALD SPOTS
I
INCORRECT TOE WHEEL UNBALANCED
ADJUST FOR DYNAMIC OR STATIC
TOEIN BALANCE WHEELS
l72l54
9-12 BRAKES AND WHEELS

type of driving. fled until such time as cold inflation

Tire inflation should be checked and
adjusted to recommended pressures
periodically (at least monthly), espe-
cially when extreme changes (20F.)
in average seasonal temperatures oc-
ROTATING 5 TIRES cur. Tire inflation pressures should be
~~
~ LEFT
checked and adjusted when the tires
ore cold - driven less than 2 miles
~ FRONT
at moderate speeds of less than 40
MPH after the vehicle has been at rest
~ RIGKT ~ for at least 6 hours.
ROTATING 4 TIRES 172026
Do not reduce inflation pressure if
FIGURE 17 - Tire Rotation the tires ore hot- driven over 10 miles
in excess of 60 MPH - as tire pressure
may increase as much as 6 PSI over
Tire Pressures
cold pressures. If tire pressure must be
Correct tire pressures depend on tire adjusted while hot, temporarily set
size, tire ply, gross vehicle weight pressure at 6 PSI (10 PSI for sustained
(GVW) rating, vehicle load and the high speeds) greater than those spec~
pressure can be checked and adjusted.
The correct tire inflation pressures for
any given set of driving conditions,
may now be determined by referring
to the "Tire Inflation Pressure (PSI)
Table:" "Cold" inflation pressures ce
those measured with the tires at op.
proximately the prevailing atmospheric
temperature and do not include any
inflation build-up caused by heat frO!"
vehicle operation. Pressures specified
are precisely measured for the tire
sizes recommended for each Jeep
vehicle model at the GVW rating.
Sustained driving above 60 mph in
all instances, requires a tire pressure
different from that required for slower,
intermittent driving.

TIRE INFLATION PRESSURE (PSI) TABLE

Cold Before Running - Do Not Reduce Pressures If Tires One Pound Per Square Inch Equals .07 Kilograms Per
Are Warm. Square Centimeter.
Tire Normal Sustained Driving
Model GVW Tire Ply Driving Over60MPH
Jeep Model Code Rating Size Rating Front Rear Front Rear
Standard Vehicle 7.35 X 15
3750# 8.55 X 15 4orH 20 24 24 28
CJ-5 8305 H78 X 15
Hea~ Du!i: Vehicle 4500if 6.00 X 16 6 30 45 40 55
Standard Vehicle 7.35 X 15
3900# 8.55 X 15 4orH 20 24 24 28
CJ-6 8405 H78 x 15
Heavy Duty Vehicle 4750-J.L 6.00 X 16 6 30 45 40 55
Standard Vehicle 7.35 X 15
3900# 8.55 X 15 4or!( 20 24 24 28
Commando* 8705 H78 x 15
Heavy Duty Vehicle 4700# 6.00 X 16 6 30 45 40 55
7.75 X 15 4 26 28 30 32
Wagoneer* 141 4 5600# 8.55 X 15
4 or~~ 20 24 24 28
H78 X 15
2406W 8.25 X 15 4 26 28 30 32

Truck
and
3408W
5000#
8.55 X 15
H78 X 15
7.00 X 16
:f
8
20
35
24
35
24
45
28
45
2406X
Truck and 6000# 7.00 X 16 8 35 50 45 (:JJ
3408X
Truck 3408Y 7000# 7.50 X 16 8 35 50 45 (:JJ
Cam~rTruck 3407Z 8000# 7.50 X 16 10 35 70 45 80
*For loads under rated GVW - consult the Tire Sticker located in the glove compartment.
 BRAKES AND WHEELS 9-13

W-1 Wheel Beoring Adjusting Nut Wrench 2-1/16"

00-12-4.5 Wheel Bearing Adjusting Nut Wrench 2~"

00-1241 Wheen Bearing Adjusting Nut Wrench 2-W'

Hexagon and 2-~ Octagon

C-"'16 of J-8002 Broke Cylinder Piston

Retaining Clamps (Four)

'
C-3785 of J-8049 Brake Shoe Return
W-163 Front Axle Shaft Spring Remover & Installer
Oriw Flange Puller

FIGURE 18- Brake and Wheel Service Tools

9-14 BRAKES AND WHEELS

TECHNICAL SERVICE LETTER REFERENCE

Date Letter No. Subject Changes information on Page No.

-
 AXLES AND PROPELLER SHAFTS 10-1

Page
GENERAl ....... ................................. 1
AXLE IDENTIFICATION ............................. 1
AXLE TESTING AND DIAGNOSIS .. .................. 2
FRONT AXLE SHAFT REMOVAl .............. . ...... 3
FRONT AXLE SHAFT INSTALLATION ................. 3
UNIVERSAl JOINT SERVICE ........................ 3
STEERING KNt.JCl(lE SERVICE ....................... 4
Closed-Knuckle (Spherical) Type ................... 4
Steering Knvckle Pivot Pins ...................... 4
Assembly and Bearing Preload ................... 4
Steering Knuckle Oil Seal Replacement ........... 4
Open-Knuckle Type ... ............. .............. 5
Steering Knuckle Removal ....................... 5
Replacing Boll Joints .. ......................... 5
Steering Knuckle Installation ..................... 6
TURNING ANGLE ADJUSTMENT ..................... 6
FRONT AXLE ASSEMSLY REMOVAl ................. 7
FRONT AXLE ASSEMBLY INSTALLATION ............... 7
REAR AXLE ...................................... 7
Rear Axle Shaft and Bearing Removal
(Semi-Float - Flanged Shaft) ................... 7
Rear Axle Shaft and Bearing Installation
(Semi-Float - Flanged Shaft) ................... 8
Rear Axle Shaft Removal (Full-Floating) ............. 8
Rear Axle Shaft Installation (Full-Floating) ........... 9
INSPECTION AND SERVICING (A!! Axles) .............. 9
REARAXLE ASSEMBLY REMOVAl ..................... 9
REAR AXLE ASSEMBLY INSTALLATION ............... . . 9
DIFFERENTIAL CASE DISASSEMBLY .................. 10
Pinion end Differential Case Bearing Removal
(Semi-Float Axle) ... ................ .. ....... 10
Page
Pinion and Differential Case Bearing Removal
(Full-Floating Axle) ........................... 11
Pinion Bearing Cup Removal ...... ............ .... 11
Cleaning and Inspection ......................... 11
Pinion Installation and Adjustment ...... ...... ..... 11
DIFFERENTIAL CASE - ASSEMBLY .... . .............. 13
Adjustment of Differential Side Gears .............. 13
Ad justment of Differential Bearing Preload and
Ring Gear Backlash .......................... 13
TRAC-LOK DIFFERENTIAL (OPTIONAL) .. ... ... ........ 15
lubrication .................................... 15
Trouble Symptoms ................... ... ........ 15
Operational Test ................... ............ 15
Disassembly ................................... 15
Inspection ..................................... 17
Assembly ..................................... . 17
Assembly Replacement .......................... 19
PROPELLER SHAFTS AND UNIVERSAL JOINTS ......... 19
UNIVERSAL JOINT SERVICE ............. ... ........ 19
BAll AND TRUNNION TYPE UNIVERSAL JOINT ...... 20
Description .................................... 20
Disassembly ...... . ... . .................. . ..... 20
Assembly ..................................... 20
CARDAN CROSS-TYPE UNIVERSAL JOINT
Disassembly ................................... 20
CARDAN CROSS-TYPE UNIVERSAL JOINT
Assembly ..................................... 20
SPECIFICATIONS ................................. 21
TOOLS - ........................................ 23

GENERAL Trucks ore equipped with the Model opening.

"flle front oxJe on all Jeep 4-Wheel
Drive vehicles is a live driving unit
with hypoid driving gears and steering
knuckles. The drive is fuff-flooting
through axle shafts built integrally
with universal joints which revolve in
the steering knuckles
The CJ-5/CJ-6 and Commando ore
equipped with the Model 30 front
axle with open-knuckles.
The Model 30 front axle on the
Wagoneer and Model 44 front axle on
the Truck hove closed-knuckles.
On all front axles, front wheel toe-
in is adjustable. However, the required
caster and comber of the front wheels
ore built into the axles. Wheel comber
cannot be changed. Wheel caster con
be adjusted by placing tapered shims
or wedges between the spring and
spring seats.
The CJ-5/CJ-6, Commando, Wagon-
eer and the 5000 GYW Trucks ore
equipped with the Model 44 semi-
floating rear axle with flanged shafts.
The 6000 GVW and 7000 GVW
60-2 semi-floating rear axle with
flanged shafts.
The 8000 GVW Camper Truck is
equipped with the Model 60-3 full-
floating rear axle.
All axle housings should be checked
periodicoffy for weld crocks and/or
other damage that may cause loss of
lubricant, or affect driving character-
istics; especially misalignment of the
front wheels.
Spring clips (U-bolts) should be in-
spected and torqued every 12,000
miles. Torque 1 /w20 (spring clip) nuts
36-42 Foot Pounds and V2-20 nuts 45-
65 Foot Pounds.
NOTE: All service replacement axle
assemblies ore shipped without lubri-
cant. Lubricant must be added to the
differential and the (closed-type) steer-
ing knuckle housings. For procedure,
grade and quantity of lubricant - refer
to Maintenance - Lubrication, Section
8. After the new axle has been installed
in the vehicle, check to be sure lubri-
cant level is level with the full-plug
AXLE IDENTIFICATION
The Axle Model Number is cost in
the axle housing, as iffustroted in
Figure 1.
The axle build dote, and the axle
manufacturer's port numbers ore
stomped in the right hand axle tube
on the cover side. The build dote of the
axle is interpreted as follows: The first
number is the month, second number is
the day of the month, third number is
the year, the alpha-letter is the shift
and the lost number is the assembly
line. In the event there ore two build
dotes, the Iotter wiff be the dote in
which the broke components were as-
sembled. It may be necessary to wipe
or scrape dirt, etc. from the tube in
order to read the numbers.
The gear ratio tog indicates the
Jeep manufacturing reference port
number, the tooth combination of the
ring gear and pinion, and also the
total gear ratio.
Axles equipped with the Troc-Lok
10-2
FIGURE 1 - Axle Model Identification
differential hove o special tog speci-
fying that special lubricant only must
be used: use only Jeep Troc-lok lubri-
cant, Part No. 94557.
AXLE TESTING AND
DIAGNOSIS
The first important step in diagnos-
ing a reported axle noise condition
is to obtain a complete description of
the noise and driving conditions when
the noise occurs. Therefore, a prelimi-
nary road test, with the customer dem-
onstrating the complaint condition, is
recommended.
The action of transmitting engine
torque to drive the wheels will pro-
duce some noise in the axles. Slight
axle noises confined to a short speed
range or to a specific period ore
considered normal.
Noises produced by the engine,
transfer case, transmission, tires, wheel
bearings, exhaust system, propeller
shaft, or the action of wind on the
body or grille may be incorrectly
diagnosed as produced by an ax le.
Therefore, it is necessary to thoroughly
test the vehicle to isolate the trouble
to a specific unit.
With the vehicle stopped and the
transmission in neutral, run the engine
at various speeds. If the noise is
heard during this test, the noise is
confined to the engine, exhaust system,
clutch, transmission, transfer case or
engine driven accessory equipment.
Prior to the diagnostic road test
check the tire pressure, and axle lubri-
ca nt levels.
AXLES AND PROPELLER SHAFTS
Gear Ratio Tog
Special Troc-l ok Lube Tag
FIG URE 2- Ratio and Trac-lok Differentia l Identification
Tire Noise Tests
Some types of tire tread wear or
tread patterns may produce objection-
able noises. Therefore, drive on vari-
ous types of road surfaces and listen
for o change in the noise. If the noise
varies with the types of surfaces, tires
may be the cause.
Wheel Bearing Tests
Worn, loose, or damaged wheel
bearings may be confused with axle
noise. Wheel bearing noise is usually
more noticeable when coasting at
lower vehicle speeds. Gently applying
the brakes will usually change wheel
bearing noise. Another test is to turn
the vehicle alternately left and right
which side loads the bearings causing
the defective bearing to become noisy.
Axle Tests
Drive the vehicle o sufficient distance
to worm the axle to the required op-
erating temperature. Tests should then
be performed using different trans-
mission and transfer case shift combi-
nations.
Axle noise conditions ore usually
related to vehicle speed rather than
engine RPM or transmission gears.
Axle noises may be classified into
two types: gear noise and bearing
noise.
Gear noise is recognized as o whine
or high pitched resonating sound more
pronounced at certain speeds and
usually within a narrow speed range
under o drive (accelerating load), coast
Manufacturer's Port Number
72206
(decelerating load), or float (main-
tained speed) condition.
Axle bearing noise is usually con-
stant and the pitch is related to the
vehicle speed.
The drive pinion turns faster than
the drive gear; therefore, the drive
pinion bearings will be a higher pitch
than the differential bearings. The
drive pinion bearings ore usually heard
at row vehicle speeds (20-30 MPH).
Differential bearings are lower in
pitch because they are turning at the
same speed as the wheels when the
vehicle is driven straight ahead. Differ-
ential bearing noise will not vary when
the vehicle is turned alternately left to
right or when the brakes ore gently
applied.
Axle Noisy on Pull and Coast
Excessive back lash bevel gear and
pinion - adjust.
End play pinion shaft - adjust.
Worn pinion shaft bearing - re-
place.
Pinion set too deep in bevel gea r
(too tight) - adjust.
Wrong Troc-lok differential lubri-
cant - replace.
Axle Noisy on Pull
Pinion and bevel gear out of ad-
justment - adjust.
Pinion bearings rough - replace.
Pinion bearings loose - adjust.
Axle Noisy on Coast
Excessive backlash in bevel gear
and pinion - adjust.
End ploy in pinion shaft - adjust.
Improper tooth contact - adjust.
Rough bearings - replace.
Backlash
Excessive backlash in the vehicle

drive line may be the results of ex-
cessive backlash in the transmission,
propeller shaft spline, universal joint,
ring gear and pinion, the axle shaft
spline, or the differential.
Excessive backlash in the differential
may be measured as follows:
Jock up one rear wheel.
Put the transmission in gear.
Measure the travel of the jacked-up
wheel on a 10" rod ius from the wheel
center. This total movement should not
exceed 1Y.." in a new unit. In order
to restrict the backlash to the axles
only, make sure thot the yoke of the
propeller shaft does not move during
the check. On older vehicles check the
universal joints and replace, if worn.
If all causes of backlash mentioned
above hove been eliminated with the
exception of the differential and that
still exceeds the maximum allowable
movement, overhaul the differential.
Generally, the assignable cause will
be worn differential pinion gear was~
ers, or improper adjustment of the
bevel gear and pinion.
Chatter - Trac-Lok
Differential chatter in the Trac-lok
rear differential is usually caused by
improper lubricant. Change lubricant
following the procedure outlined in
Section B - MAINTENANCE - LUBRI-
CATION.
Other Axle Conditions
A knocking or "clucking" noise
heard at low speed when coasting may
be caused by a loose fitting differential
gear in the differential case bore.
When this condition is encountered,
lightly applying the brakes usually will
reduce the sound.
Differential gear noise heard only
under certain conditions such as, when
spinning a rear wheel for on-the-ve-
hicle wheel balancing, or when a
rear wheel is spinning due to icy con-
ditions, is considered normal.
When a noise has been determined
to be caused by the bearings, the gears
do not require replacement unless on
inspection reveals signs of obvious
damage.
When the noise is determined to be
caused by the drive pinion and drive
gears at low mileages; then the need
for bearing replacement is dependent
upon inspection of the bearings during
overhaul.
AXLES AND PROPELLER SHAFTS
FRONT AXLE SHAFT REMOVAL
The following procedure applies to
either the right or left axle shaft for
all four-wheel-drive front axles.
Remove hub cop.
Remove drive flange snap ring.
Remove the axle flange bolts, and
lockwoshers, and flat washers.
If axle is on vehicle, apply the foot
brakes. Remove the axle flange with
Puller W-163, as shown in Figure 3.
FIGURE 3 - Axle Shaft Drive Flange
Puller
Release the locking lip of the lock-
washer, and remove the outer nut,
lockwasher, adjusting nut, and bearing
lockwasher. To remove the nut on the
Camper Truck use Wrench DD-1245.
Use Wrench W-144 on all other models.
Bock off on brake adjusting star
wheel adjusters and remove the brake
drum assembly with bearings. Be care-
ful not to damage the oil seal.
Remove the broke backing plate.
If the axle is on vehicle, it will first be
necessary to disconnect the broke hose
between the front broke line and the
flexible connection.
Remove the spindle and spindle
bushing.
Remove the axle shaft and universal
joint assembly.
FRONT AXLE SHAFT
INSTALLATION
Installation of the front axle shafts is
the some for all axles as given in the
following procedure.
Clean all ports of dirt and foreign
matter.
10-3
Enter universal joint and axle shaft
assembly in the axle housing, taking
core not to knock out the inner oil seal.
Enter the splined end of the axle shaft
into the differential and push into
place.
Install the wheel bearing spindle
and bushing.
Install brake backing plate.
Grease and assemble wheel bear-
ings and oil seal.
Install the wheel hub and drum on
the wheel bearing spindle. Install the
wheel bearing washer and adjusting
nut. Tighten nut with Wrench W-144
lvse DD-J:.?45 for the 8000 GVW
Camper Truck) until there is a slight
drag on the bearings when the hub is
turned. Then bock off approximately
one-sixth of a turn. Install lockwasher
and nut, tightening nut into place, a nd
then bend lip of lockwasher over on
the locknut.
Install drive flange and gasket on
hub and attach with six capscrews
and lockwashers. Install snap ring on
outer end of axle shaft.
Install hub cop.
Install the wheel, lug nuts, and wheel
disc.
If tube was insta lled with axle as-
sembly on vehicle, check front wheel
alignment, bleed brakes, and lubricate
front axle universal joints.
UNIVERSAL JOINT SERVICE
After the axle shaft and universal
joint assembly hove been removed, the
cordon cross universal joint can be
disassembled and inspected as follows.
Remove the snap rings from the
bearing cup assemblies.
Snap Ri~ng
~Bea
ring Cup ~:e s~=~
Axle Shaft j
Yoke Half t
~-. j!i-
~~~
~ Bearing Cross '\v:?
Bearing Cup __..;<J'
Snap Ring
Bearing Cup
.J
~ Journal
I
Roller Bearing
l72163
FIGURE 4- Cardon Cross Universal
Joint
10-4
Press on the end of one bearing cup
assembly until the opposite bearing is
pushed from the yoke half. Turn the
yoke over and press the first bearing
bock out of that half by pressing on
the exposed end of the journal shaft.
To ovoid damaging the bearing, use
a soft drift with a flat face about 1/ 32"
smaller in diameter than the hole in the
yoke arm to drive out the bearing.
Repeat the above step for the other
two bearings. Then lift out the bearing
cross journal by sliding it to one side.
Wash all ports in cleaning solvent
and inspect the parts after cleaning.
Replace any ports that indicate ex-
tensive wear.
Pock the bearing cups one-third full
of lubricant and install the rollers.
Insert the bearings into the axle
shaft yoke half and seat them firmly
against the bearing shoulders.
Holding the bearings in a vertical
position to prevent the needles from
dropping out, reassemble the joint in
the reverse order of the disassembly. If
the joint binds when assembled, tap
the yoke lightly to relieve any pressure
on the bearings at the end of the
journaL
STEERING KNUCKLE SERVICE
The following procedures ore given
for steering knuckle service when the
axle is installed on the vehicle. With
the axle removed, eliminate the ap-
propriate steps.
Closed-Knuckle (Spherical) Type
- All Models; Except CJ-5/CJ-6
and Commando left-Hand-Drive
Vehicles
Refer to Figure 5.
Steering Knuckle Pivot Pins
The steering knuckle pivot pins pivot
on tapered roller bearings. Replace-
ment of these bearings requires re-
moval of the hub and broke drum as-
sembly, wheel bearings, axle shaft,
spindle, steering tie rod, and steering
knuckle.
Disassembly
Remove the eight screws which hold
the oil seal retainer in place. Remove
the four screws holding the lower pivot
AXLES AND PROPELLER SHAFTS
~ ~ ~
COOOIQ)illi~~~Qo ~o&WJ
t e
FIGURE 5 - Steering Knuckle and Wheel Bearings- Spherical Closed-Type
pin bearing cap. Remove the four
screws holding the upper bearing cop
in place. Remove the bearing cop. The
steering knuckle can now be removed
from the axle. Wash all parts in
cleaning solvent. Replace any dam-
aged or worn parts. Inspect the bear-
ing and races for scores, crocks, or
chips. Should the bearing cups be
damaged, they may be removed and
installed with Special Driver W-138,
as shown in Fig ure 6.
Driver W-138
FIGURE 6 -Spindle Bearing Cup
Driver
Assembly and Bearing Preload
Place the upper and lower bearings
in the cups and position the steering
knuckle onto the axle.
When assembling the steering
knuckle, shims must be installed under
the top bearing cop to obtain or ad-
just preload o n bearing. Shims ore
available in .003", .005", .010" and
.030" thicknesses.
Install one each of the above shims
at the top only. Install the upper a nd
lower pivot pin bearing caps. Tighten
the attaching screws securely.
Check the preload on the bearings
by hooking Spring Scale, C-690, in
the hole in the knuckle arm for the
6
'
~
~.
171164
tie rod socket. Toke the scale reading
when the knuckle has just started its
sweep.
The kingpin bearing preload should
be 12 to 16 lb. with the oil seal re-
moved. Remove or add shims to ob-
tain a preload within these limits. If
all shims ore removed and adequate
preload is still not obtained, a washer
may be used under the top bearing
cap to increase preload. When o
washer is used, shims may have to be
reinstalled to obtain proper adjust-
ment.
Steering Knuckle Oil Seal
Replacement
Remove the old steering knuckle oil
seal by removing the eight screws
which hold it in place. The steering
knuckles ore equipped with oil seal
assemblies consisting of a split oil seal
and backing ring assembly, an oil seal
felt, and two seal retainer plate halves.
Examine the spherical surface of the
axle for scores or scratches which
could damage the seaL Smooth any
roughness with emery cloth.
Before installing the oil seal felt,
make a diagonal cut across the top
side of the felt so that it may be
slipped over the axle. Insta ll the oil
seal assembly in the sequence given
above, making sure the backing ring
(of the oil seal and backing ring as-
sembly) is toward the wheeL
NOTE: After driving in wet, freezing
weather swing the front wheels from
right to left to remove moisture ad-
hering to the oil seal and the spherical
surface of the axle housing. This will
prevent freezing and resultant damage
to the seals. Should the vehicle be
stored for any period o f time, coot these
surfaces with light grease to prevent
rusting.

Open-Knuckle Type -
CJ-5/CJ-6 and Commando -
Left-Hand-Drive Only
~efer to Figure 7.
The open-end type knuckle pivots
on boll joints. Replacement of the boll
joints requires removal of the steering
knuckle.
FIGURE 7 - Open Knuckle Axle and Steering Linkage Assembly Sequence
Steering Knuckle Removal
Remove the wheel, broke drum and
hub as on assembly. Remove broke
assembly from the spindle. Position the
broke assembly on the front axle in
o convenient place. Remove the snap
ring from the axle shaft.
~emove the spindle and bearing
assembly as shown in Figure 8. It may
be necessary to top the spindle with o
soft mallet to disengage it from the
steering knuckle.
FIGURE 8 - Remove Spindle
Slide the axle shaft out through
the steering knuckle (Fig. 9).
AXLES AND PROPELLER SHAFTS
Disconnect the steering rods from
the knuckle arm. Remove the lower boll
stud nut as shown in Figure 10.
Remove the cotter pin from the upper
stud. loosen the upper nut until the
top edge of the nut is flush with the top
end of the stud. Use a lead hammer
to unseat the upper and lower studs
from the yoke (Fig. 11 ).
72193
FIGURE 9 - Remove Axle Shaft
FIGURE 10 - Remove lower Stud N ut
10-5
FIGURE 11 - Unseating Boll Studs
Remove the upper nut and the
knuckle assembly.
Use Nut Wrench W-355 to remove
upper boll stud seat.
Repla cing Ball Joints
Securely clomp the knuckle assem-
bly in o vise with the upper boll stud
pointed down. Attach Plate SP-5581
to the spindle mating surface of the
knuckle assembly. Position Button SP-
5583 on the lower joint. Assemble and
align Puller SP-5574 as shown in Figure
12. Press the lower joint out of the
knuckle by tightening the puller screw.
72189
FIGURE 12 - Removing lower
Boll Joint
Disassemble Puller SP-5574. Slide
Adopter SP-5584 onto the puller screw
with the adopter shoulder toward the
 10-6
head of the screw. Thread the puller
nut about halfway onto the screw.
Place Button SP-5583 on the upper
joint and install the puller into the
knuckle as shown in Figure 13. Tighten
the screw to remove the joint.
Puller Screw (SP-5.57 -4)
Button SP-5.583
Up~r Ball Jo int
n190
FIGURE 13- Removing Upper
Ball Joint
Invert the knuckle in the vise. Po-
sition the lower joint in the knuckle.
Use Installer Cup SP-5582, Adapter
SP-5584 and the puller screw and nut
as shown in Figure 14 to press in the
lower joint.
FIGURE 14 - Installing lower Joint
Position the upper joint on the
knuckle. Use Installer Cup SP-5582 and
Puller Assembly SP-5574 to press in
the upper joint (Fig. 15) .
...
AXLES AND PROPELLER SHAFTS
FIG URE 16 - Insta lling Knuckle
FIG URE 15- Installing Upper Joint
Steering Knuckle Installation
Refer to Figure 7.
Install the upper ball stud seat into
the axle yoke. The top of the seat
should be flush with the top of the
yoke.
Install the knuckle assembly onto the
axle yoke. loosely install the lower
stud nut. Position and align Wrench
Nut W-355, Button SP-5583 and Puller
SP-5574 as shown in Figure 16.
FIGURE 17 - Tightening Upper Ba ll
Tighten the puller screw until the
Stud Seat
lower ball stud is held firmly in its
seat. Tighten the lower stud nut to
70 to 90 Foot Pounds torque.
TURNING ANGLE
Remove the puller and plate SP-
ADJUSTMENT
5581. The turning angle stop screws are
Use Nut Wrench W-355 to tighten located in the back of the knuckle
the upper boll stud seat to 50 Foot just above the axle centerline. If ad-
Pounds torque (Fig. 17). justment is necessary, proceed as fol-
Install the upper stud nut and lows.
tighten to 100 Foot Pounds torque. loosen the lock nut.
Install the cotter pin. If the cotter pin Using a turntable, adjust the stop
holes do not align, tighten the nut un- screw to permit proper turning angle:
til the pin can be installed. Do not 31 on CJ-5/CJ-6 and Commando
loosen the nut to align the holes. (34 when equipped with 7.35 x 15
Install the axle shaft, spindle and tires), and 28 on the Wagoneer and
bearing assembly and brake assembly. Truck.
Connect the steering rods. Install the Turning the screw in increases the
drum and hub, and wheel assembly. turning angle. Turning the screw out
Adjust wheel bearings. Check turning decreases the angle.
angle. Tighten the lock nut.

FRONT AXLE ASSEMBLY
REMOVAL
Raise the front end of the vehicle
and safely support the frame behind
the springs.
Remove the wheels by removing the
wheel discs and lug nuts.
Disconnect the propeller shaft at the
front universal companion flange.
Disconnect the steering connecting
rod at the ball and socket connection
on the steering knuckle.
Disconnect the shock absorbers at
the axle mounting pads.
Disconnect the brake hydraulic hoses
at the connections between front brake
lines and flexible hoses.
Support the axle assembly on a jock,
ready for removal.
On vehicles with the springs slung
over the axle, remove the nuts from
the spring to axle U-bolt clips, remove
the spring clip plates, and slide the
axle assembly from underneath the
vehicle.
On vehicles with the springs slung
under the axle, remove the nuts from
the spring clips and remove the spring
clip plates. Then disconnect the spring
from the spring shackles by removing
the lower spring shackle bolts. Lower
FIGURE 18 - Semi-Floating Rear Axle - Assembly Sequence - Flanged Shaft
AXLES AND PROPELLER SHAFTS
the front springs to the floor and slide
the axle assembly from underneath the
vehicle.
FRONT AXLE ASSEMBLY
INSTALLATION
The procedure for installing the solid
front axle varies slightly, depending
on whether the springs are slung over
or under the axle. These variations are
noted in the following procedure.
Support the axle assembly on a jock
and slide into position under the ve-
hicle.
On vehicles with the springs slung
under the axle, swing the spring into
position and reassemble the spring
shackle.
Replace the spring clip plates and
spring clips.
Connect the brake hydraulic hoses
at the connections between the front
brake lines and the flexible hoses.
Connect the shock absorbers at the
axle mounting pads.
Connect the propeller shaft.
Connect the steering connecting rod
at the ball and socket connection on
the steering knuckle.
Adjust and bleed the brakes.
Remove supports and lower the front
10-7
end of the vehicle.
Check front end wheel alignment.
Check turning angle.
Lubricate front axle universal joints.
REAR AXLE
Rear axle models and a pplication
to Jeep vehicles are outlined on the
first page of this section. Methods of
axle identification are shown in Figures
1 and 2.
Rear Axle Shaft and Bearing
Removal
(Semi-Float- Flanged Shaft)
Jock up vehicle and remove wheels.
Remove broke drum spring lock
nuts and remove drum.
Remove axle shaft flange cup plug
by piercing the center with a sharp
tool and prying it out.
Using access hole in axle shaft
flange remove nuts attaching back-
ing plate and retainer to axle tube
flange.
Attach Axle Shaft Adopter Tool W-
343 and Slide Hammer Handle C-637
to axle shaft flange and remove axle
shaft, as shown in Figure 19.
I
 10-8
Flange Adopter
W-343
FIGURE 19 - Removing Flanged Axle
Shaft
NOTE: Malee certain the old bearing
cup has been removed from the axle
housing.
Remove axle shaft oil seal from axle
housing tube using Puller C-637.
Wipe axle housing tube seol bore
clean and install a new oil seal using
Driver W-186, as shown in Figure 23.
CAUTION: Under no circumstances
should axle shaft retaining rings or
bearings be removed using a torch, be-
cause heat is fed into the axle shaft
bearing journal and thereby weakens
this area.
Position the axle shaft assembly in
a heavy vise and using a chisel cut a
deep groove into the retaining ring.
This will enlarge bore of retaining ring,
or split the ring and permit it to be
driven off of axle shaft. Refer to Figure
20.
FIGURE 20 - Notching Bearing
Retainer Ring
Using a hack.sow, cut through the
oil seal, being careful not to damage
the seal contact surface. Remove oil
seal from axle shaft.
IMPORT ANT: Thoroughly lubricate
AXLES AND PROPELLER SHAFTS
W -343 puller bolts and bolt contact Adopter Flange Adopter
points before attempting to remove
bearing from axle shaft. DO NOT USE
POWER OPERATED IMPACT TOOLS
ON PULLER BOLTS.
Attach Puller W-343 to axle shaft
using the flange stud nuts. Position
puller bolts against dimples of holding
ring and alternately tighten until bear-
ing is pressed from shaft, as shown in
Figure 2 1.
FIGURE 22 - Installing Axle Shaft
Flange Adopter Dimple in Holding Ring
Bearing
cup has been removed from the axle
housing before the axle shaft and new
unit bearing is installed into the axle
housing.
Install axle shaft through the bode
ing plate using core not to damage
the axle housing tube inner oil seol.
Apply a thin cooting of lubricant
to the outside diameter of the bearing
cup prior to installing in the bearing
bore.
Top end of flanged shaft lightly with
FIGURE 21- Removing Axle Shaft
a rawhide mallet to position the axle
Bearing
shaft bearing in the housing bearing
bore.
Rear Axle Shaft and Bearing Attach the axle shaft reto;ner and
Installation broke backing plate to the axle tube
flange. Secure with nuts and lock-
(Semi-Float - Flanged Shaft)
washers. Torque 25 to 35 Foot Pounds.
Inspect the axle shaft oil seal jour-
nal for scratches and polish with fine
crocus cloth if necessary.
Install retainer plate on the axle
shaft.
Apply grease to the new oil seal
cavity between the seal lips and care-
fully slide seal, on the axle shaft seal
seat. The outer face of the seal must
be toward the axle flange.
Pack the bearing full of grease prior
to installation, using the proper lubri-
cant.
Install the unit bearing on the axle
shaft making certain the cup rib ring
FIGURE 23 - Oil Seal Driver
is facing the axle flange.
Install the bearing retainer ring on Install a new cup plug into the axle
the axle shaft. shaft flange hole.
Using Puller W-343, press the new Install the broke drum, spring lock
axle shaft bearing and retainer ring nuts and rear wheel assembly.
on the axle shaft simultaneously. Tight-
en puller bolts a lternately until the Rear Axle Shaft Removal
bearing and retainer ring ore prop- (Full-Floating)
erly seated against the shaft shoulder.
Refer to Figure 22. Refer to Figure 25.
To remove the full-floating axle
NOTE: Malee certain the old bearing shaft, it is not necessary to jock up

the rear wheels. Procedure is os fol-
lows:
Remove the axle flange nuts, lock-
washers, and split washers holding the
axle shaft flange.
Pull the axle shaft free from the
housing.
A broken axle shaft that cannot be
removed with o wire hook con be re-
moved from o full-flooting axle by re-
moving the opposite axle shaft and in-
serting o pipe which will drive the
broken axle shaft out.
Rear Axle Shaft Installation
(Full-Floating)
Be sure axle flange mating area on
hub and axle ore clean and free of
oil old gasket material.
Install a new flange gasket onto the
hub studs.
Insert the axle shaft into the hous-
ing. It will be necessary to rotate the
axle shaft to simultaneously align the
shaft splines with the differential gear
splines and the flange attaching holes
with the hub studs.
Install the split washers, lock wash-
ers and flange nuts. Tighten the nuts
securely.
NOTE: The pinion shaft oil seal is
serviced in the vehicle when replace-
FIGURE 25 - Full-Floating Rear Axle - Assembly Sequence - Model 60
AXLES AND PROPELLER SHAFTS
ment is necessary. Refer to Figure 24.
For model tiJ axle use Puller W-286;
for all other models use Puller W-251.
72961
FIGURE 24 - Removing Pinio n Shaft
O il Seal
INSPECTION AND SERVICING
(All Axles)
Refer to Figures 18 and 25.
Before disassembling the differen-
tial, it is advisable to determine
through inspection the cause of the
failure. Inspection procedure is as
follows:
Remove housing cover and gasket,
and drain lubricant.
Clean the differential ports thor-
oughly with solvent.
Carefully inspect all parts.
Should it be determined by inspec-
10-9
lion that the differential requires over-
hauling, the axle must first be re-
moved from the vehicle.
Rear Axle Assembly Removal
To remove the rear axle, proceed as
follows:
Raise the rear of the vehicle with a
hoist. Safely support the frame ahead
of the rear springs.
Remove the wheels.
Disconnect the propeller shaft at the
rear yoke.
Disconnect the shock absorbers at
the axle mounting.
Disconnect the broke hydraulic hose
at the tee fitting on the axle just below
the left frame side roil. Tape ends of
hose to keep out d irt.
Disconnect the parking brake cable
at the frame mounting.
Support the axle on o jock.
Remove the axle U-bolts.
Slide the axle from under the ve-
hicle.
Rear Axle Assembly Installation
All service replacement axle assem-
blies are shipped from the factory with-
out lubricant in the differential. lubri-
cant must be added to the d ifferential
before the axles ore installed in ve-
l72165
 10-10 AXLES AND PROPELLER SHAFTS

hides. Use the grade and quantity

of lubricant specified in Section B -
MAINTENANCE - LUBRICATION.
When adding differentia l lubricant,
suspend the axle with the axle shafts Spreader W-129
horizontal and the yoke end of the
pinion housing hanging down, then
turn the pinion shaft several times to
assure that the lubricant gets into the
pinion shaft bearings.
Procedure for installing the rear
axle is as follows:
Position the axle assembly under the
vehicle.
Position springs to axle pads, and in- FIGURE 29- End Yoke Puller
stall spring clips and nuts. Dial Indicator Clamp the pinion out of the differential hous-
Attach the broke line hose at tee 72962 ing.
fitting on top of housing. FIGURE 26- Differential Carrier
Attach parking brake cables at rear Spreader NOTE: Pinion bearing adjusting shims
of brake backing plate. may remain on the pinion shaft; stick to
Connect the shock absorbers at the gear to the differential case. the bearing which is still in the housing;
axle mounting pads. With a small punch, as shown in or fall out loose. These shims should be
Connect the propeller shaft at the Figure 27, drive out the lock pin. collected and kept for assembly.
rear universal joint.
Remove outer pinion bearing cone,
Adjust and bleed brakes.
baffle and oil seal by using a 2" x 2"
Install wheels and lower vehicle to
piece of hardwood or a length of pipe
floor.
and drive out through the neck of the
Check parking broke.
carrier housing. Discard seal.
Fill the axle housing with the proper
lubricant. For correct lubricant refer
to Section B - MAINTENANCE Pinion and Differential Case
LUBRICATION. Bearing Removal
(Semi-Float Axle)
DIFFERENTIAL CASE
DISASSEMBLY To remove the differential side bear-
FIGURE 27 - Removing lock Pin ings and pinion inner bearing, use
Remove the axle shafts.
Bearing Puller W-104-B as shown in
Remove the housing cover and four Remove the differential shaft and
Figures 30 and 31. Use of the puller
capscrews holding the two differential thrust block.
side bearing cops in position. Make assures easy removal of bearings with-
Carefully so as not to lose the thrust
out damage to cone rollers as pulling
sure there ore matching letters or washers, remove the differential pinion
pressure is applied directly to the
some type of identification marks on gears.
bearing cone.
the cops and housing so that each cop With Wrench C-3281 to hold the
con be reinstalled in the some position shaft as shown in Figure 28, remove
and location from which it is removed. the nut. With Puller W-172 remove the
Use Spreader W-129 as shown in yoke as shown in Figure 29.
Figure 26 to spread the housing. In- Using a rawhide hammer, drive on
stall Hold-Down Clamps W-129-18, if the end of the pinion shaft to force
available, to keep the spreader in
position. Clamp on a dial indicator.
From the side, measure the carrier
spread. Do not spread the carrier more
than .020".
Remove the dial indicator.
Carefully pry the differential case
loose, using pry bars at the heads of
the ring gear bolts and carrier cast-
ing.
FIGURE 30 - Pulling Differential
Remove the spreader immediately to Wrench C-3281
Side Carrier Bearing
prevent the possibility of the carrier
taking a set. FIGURE 28- End Yoke Holding NOTE: When pulling the front axle
Remove the screws holding the ring Wrench differential, inner pinion bearing with an

oil slinger attached, the adopter plates
(2 required} must be inserted from the
top, into one side of the W-104-B puller
bose, then repositioned 180 aport (Fig.
31}.
Adopters
77967
FIGURE 31 -Pulling Pinion Inner
Bearing
Pinion and Differential Case
Bearing Removal
(Full-Floating Axle)
To remove differential side carrier
bearings on model 60 rear axle, use
Press DD-914-P, Extension DD-914-7,
Button DD-914-42, Holding Ring DD-
914-8 and Adapter DD-914-62, as
shown in Figure 32.
Press DD-91.4-P
FIGURE 32 - Pulling Diiferential
Side Carrier Bearing
To remove the model 60 rear axle
pinion inner bearing, use Tool DD-914-
p with Holding Ring DD-914-9 and
Adapter C- C-293-37.
Pinion Bearing Cup Removal
NOTE: The differential carrier hous-
AXLES AND PROPELLER SHAFTS 10-11
ing has recesses in the costing to per- Raised metal on the shoulder of bear-
mit the use of a brass drift to drive the ing cup bores incurred in removing pin-
inner and outer cups from the housing. ion cups should be flattened by use
of o flat nose punch.
Using a brass drift, drive the pinion
Inspect drive pinion for damaged
inner bearing cup and shims from the
bearings journals and mounting shim
housing. Even if mutilated, these shims
surface or excessively worn splines. If
should be kept for proper assembly of
replacement is necessary, replace both
differential.
the drive pinion and drive gear as they
Using o brass drift, drive the outer
are available in matched sets only.
pinion cup from the housing.
Inspect companion flange for crocks,
Cleaning and Inspection worn splines, pitted, rough or cor-
roded oil seal contacting surface. Re-
Clean all parts in fast evaporating
pair or replace componion flange as
mineral spirits or a dry cleaning sol-
necessary.
vent and with the exception of bear-
Inspect drive pinion bearing shim
ings, dry with compressed air.
pock for broken, damaged or distorted
Inspect differential bearing cones,
shims. Replace if necessary during es-
cups and rollers for pitting, galling or
tablishment of pinion bearing prelood
other visible damage.
Inspect differential case for elon-
gated or enlarged pinion shaft hole. Pinion Installation and
The machined thrust washer surface Adjustment
areas and counterbores must be smooth
Refer to Figure 37.
and without metal deposits or surface
imperfections. If any of the above NOTE: Front axles use on oil slinger
conditions exist, satisfactory correc- between the bearing cone and the pin-
tion must be made or the case re- ion head. If this is not replaced the
placed. Inspect case for cracks or pinion shim pock dimension will be in-
other visible damage which might ren- correct.
der it unfit for further service.
Inspect differential pinion shaft for Adjustment of the pinion is accom-
excessive wear in contact area of dif- plished by the use of shims placed
ferential pinions. Shaft should be between the inner bearing cup and the
axle housing and between the pinion
smooth and round with no scoring or
metal pickup. shaft shoulder and the outer bearing.
Inspect differential side gears and The shims behind the inner bearing
pinions; they should hove smooth teeth cup adjust the position of pinion in
with a uniform contact pattern without relation to the ring gear. The shims
excessive wear or broken surfaces. The behind the outer bearing adjust the
differential side gear and pinion thrust pinion inner and outer bearing pre-
lood. Install the pinion as follows:
washers should be smooth and free
from any scoring or metal pickup. Insta ll outer bearing cup using Driver
Inspect differential pinion shaft lock W-126.
pin for damage or looseness in case.
Replace pin or case as necessary.
Inspect drive gear and pinion for
worn or chipped teeth or damaged at-
taching bolt threads. If replacement is
necessary, replace both the drive gear
and drive pinion as they ore avail-
able in matched sets only.
Inspect drive pinion bearing cones,
cups and rollers for pitting, galling, ex-
cessive wear, or other visible damage.
If inspection reveals that either are un-
fit for further service, replace both cup
and cone.
Inspect differential carrier for cracks
or other visible damage which would FIGURE 33 - Installing Outer Bearing
render it unfit for further service. Cup
10-12
Install the inner bearing cup using
Driver W-126 on fvlodel 30 axles,
and Installer W-344 on fvlodel 44 and
60 axles to drive the cup into the
housing.
Use Sleeve C-3095 to press or drive
the inner bearing onto the pinion shaft
on axle models 44 and 60.
All other models use Sleeve W-262
as shown in Figure 34.
72970
FIGURE 34 - Pinion Bearing Installing
Sleeve
Place the pinion in the housing and
install a .065" shim, the inner bearing,
sleeve SP1997 (from tool W-162), in
place of the U-Joint yoke to hold the
pinion in position for adjustment. In-
stall the pinion nut.
Select the proper pinion adjusting
gouge to obtain the correct reading
for the differential model. The pinion
adjusting fixture must first be set by the
use of a master gauge which is in-
cluded in the W-99 kit. Gouge Block
SP-5433 or SP-5434, stamped with the
letter "J" is used on Model 60 axles;
Gouge Block W-101-A-22 or SP-5453,
stomped "E" is used on fvlodel 44
axles; and Gouge Block SP-5291
stomped "K" is used on Model 30 axle
SP-5264 is used with the dial indica-
tor in W-99 tool set for setting pinion.
After selecting the proper gauge,
the adjusting fixture can be set as
follows:
Place the gouge block against the
machined surface of the dial indicator
mount, os shown in Figure 36.
Set the dial indicator on zero by
rotating the face.
Install the pinion adjusting fixture on
AXLES AND PROPELLER SHAFTS
the pmron with the stationary guide
pin and the adjustable guide pin
seated in the pinion shaft lathe centers,
as shown in Figure 35.
I
Dial Gauge Swing Arc
Thumb
Housing Scr-
Pinion
'~
Inner Becring C.Ciomp
72971
FIGURE 35 - Pinion A djusting Fixture
NOTE: Use the "C" type alignment
fixture vertically as shown in Figure 36,
so that weight of jig assembly is always
directly centered ond supported on pin-
ion shaft center. The function of the
fixture is to accurately hold the dial
indicator and its mount in alignment to
the pinion shaft while it is pivoted on
the stationary guide pin. If a consistent
repeat dial reading cannot be obtained,
look lor dirty or burred pinion centers
or a bent or twisted aligning jig. Keep
jig flat in meta/ case when not in use.
Do not allow other tools to rest on it.
Treat the C-type fixture tool carefully os
o precision instrument.
Seat the gouge mount firmly on the
pinion head and swing the dial indi-
cator through the differential bearing
bore as shown in Figure 36.
FIGURE 36 - Checking Pinion
Adjustment
The lowest reading indicates the cen-
ter of the differential bearing bore. At
this point the dial indicator should
read the some as mark etched on the
pmron head. If the reading does not
agree, odd or remove shims behind the
inner pinion bearing cup until the read.
ings agree.
The end of each pinion is etched
with o plus ( +) number, o minus (- )
number or zero (0) number to indicate
the best running position for each par-
ticular gear set. This dimension is con-
trolled by shimming behind the inner
pinion bearing cup. Therefore if o pin-
ion is etched (+2), this pinion would
require .002" less shims than o pinion
etched "0". By removing shims the
mounting distance is increased which is
just what o ( + 2) etching indicates. Or
if o pinion is etched (-2}, add .002"
more shims than would be required if
the pinion were etched "0". By adding
.002" shims the mounting distance is
decreased which is just what o (- 2)
etching indicates.
NOTE: To increase the dial reading
decrease shims; to decrease the dial
reading increase shims. Example: With
o dial reading of minus .001" and o
pinion marking of plus .CXJ2'' remove
JX)3" shims to obtain o higher dial
reading of plus. 002."
If the original ring and pinion set is
to be reused, measure the old pinion
shim pock and build o new shim pock
to this dimension. Collect shim pock
saved from teordown. Measure each
shim separately with o micrometer and
odd together to get total shim pack
thickness from original buildup. Note
the ( +) or (-) etching on both the
old pinion and the new one, and adjust
the thickness of new shim pock to com-
pensate for the difference between
these two figures. Refer to chart for
example. If the old pinion reads ( + 2}
and the new pinion is (- 2}, odd .004"
shims to the original pock dimension.
Now build o new shim pock to this re-
sulting dimension.
When the correct adjustment is
reached, remove the pinion adjusting
fixture and sleeve SP1997. Install outer
bearing.
Install only the oil slinger, the yoke,
the flat washer, and the pinion nut.
Holding the yoke with Flange Holder
C-3281, torque the nut 200 to 220 Foot
Pounds or 250 to 270 Foot Pounds for
full-floating rear axle.
Using Inch-Pound Torque Wrench
W-297 on the nut check the rotating
torque. The rotating torque should be
 AXLES AND PROPELLER SHAFTS 10-13

10 to 20 inch pounds. as follows:

NOTE: Disregard starting torque.
Add or remove shims between the
pinion outer bearing and the pinion
shaft to obtain correct torque reading.
Refer to Figure 37.
Reassemble the differential pinions,
side gears, thrust washers, and shaft
in relative position shown in Figures 18
and 25. Make sure the spacers ore
installed.
Install differential shaft lock pin.

Old
NEW PINION MARKING 72973
Pinion
Marking FIGURE 38 - Checking Sid e Gear
-4 -3 - 2 - 1 0 Clearance
.J..4 +0.008 +0.007 +0.006 +0.005 +0.004 lightly on a flat surface so the differen-
+3 +0.007 +0.006 +0.005 +0.004 +0.003 tial gears settle into proper position.
+2 +0.006 +0.005 +0.004 +0.003 +0.002
Measure the clearance between side
+1 +0.005 +0.004 +0.003 +0.002 +0.001
gear and the case with leaf feeler
0 +0.004 +0.003 +0.002 +0.001 0
gauge as illustrated.
-I +0.003 +0.002 +0.001 0 - 0.001
If the clearance exceeds .006" add
2 +0.002 +0.001 0 - 0.001 - 0.002
shims between the side gears and the
-3 +0.001 0 - 0.001 - 0.002 - 0.003
case. To bring the clearance within
-4 0 -0.001 -0.002 - 0.003 -0.004
specified tolerance, shims in these thick-
nesses are available: .004", .006",
.008".
Old If shims are required, at least one
NEW PIN ION MARKING shim should be placed on each side
Pinion
Marking and the shim packs kept as even as
+1 +2 +3 +4 possible. After adding shims, repeat
+4 +0.003 +0.002 +0.001 0 the clearance check.
+3 +0.002 +0.001 0 - 0.001
+2 +0.001 0 -0.001 - 0.002 Ad justment of Differential
+I 0 -0.001 - 0.002 - 0.003 Bearing Preload and Ring
0 - 0.001 - 0.002 -0.003 - 0.004 Gear Backlash
-1 - 0.002 -0.003 - 0.004 - 0.005 Refer to Figure 37.
2 0.003 0.004 0.005 - 0.006 The adjustment of the differential
-3 -0.004 -0.005 -0.006 - 0.007 bearings is maintained by the use of
- 4 - 0.005 - 0.006 -0.007 - 0.008 shims placed between the differential
case and the differential bearing. Pro-
cedure for adjusting bearing preload is
Check side gear clearance as de- as follows:
scribed below. Install the differential case and
Examine contacting surfaces of ring bearings in the axle housing without
gear and differential case for burrs or shims and with the bearing cups snug.
foreign matter. Holding the ring gear in contact
Assemble ring gear on differential with the pinion and using a screwdriver
case with assembly hole on each lined blade to move the differential bearing
up. cups toward the center, insert feeler
Top ring gear into place with mallet. gauge on each side between differen-
Install ring gear screws. Torque 45 tial bearing cup and the axle housing.
to 65 Foot Pounds on all except Model There should be only .001" to .002"
60: torque value 100 - 120 Foot backlash remaining with the feeler
Pounds. gauge inserted.
After the shim pack requirement for
Adjustment of Differential Side each bearing has been established re-
Differential Beoring Shim Pacb 172166
Gears move the differential assembly. Make
FIGURE 37 - Differential Shim Pack deoronce between the differential up shim packs and keep them sepa-
Loc:ations side gears and differential case should rated.
be .000" to .006". Procedure for Add an additional .015" thickness of
Differential Case- Assembly
checking clearance is as follows: shims to the pack on the tooth side of
Procedure for assembling the front With the differential positioned as the ring gear.
or rear conventional differential case is shown in Figure 38, tap the differential Place the differential bearing shim
10-14
packs on the differential case under
each bearing. Install bearings with
Driver W-188 for model 44 and Driver
C-4025 for model 60. See Figure 39.
FIGURE 39 - Differential Bearing
Driver
NOTE: When overhauling the front
axle differential, check the axle inner
oil seals. Should new seals be required,
install them with Installer DD-1243 for
model 44 axles, as shown in Figure 40.
71'175
FIGURE 40- Insta lling Inner O il Seals
Attach the Carrier Spreader W-129,
install a dial indicator, and spread
the carrier a maximum of .020". Refer
to Figure 41.
Remove the indicator.
AXLES AND PROPELLER SHAFTS
The heel of gear tooth is the Iorge
end, ond the toe is the small end.
--r. -. --
~ ~~:k N\_
~op~ng Clearance g L : o c
klosh
.
.
Too much bock Josh Too little bock Josh
FIGURE 41 - Checking Ring Gear move gear toward move gear away
Backlash pinion from pinion
Jf!)
Lubricate bearings and place the .,,~,;-'
differential in the carrier.
>'
.
Tap the unit carefully into place
with soft mallet, making sure the ring Move pinion out Move pinion in
owoy from ring gear toward ring gear
gear teeth mesh with the pinion teeth.
Install bearing caps, matching their
markings with those on the carrier.
Apply sealing compound to the
screw threads. Torque the screws to
Correct setting Compromise setting
specified torque. 172161
Install dial indicator to check ring
gear backlash (Fig. 41 ). Check back- FIGURE 42- Gear Tooth Contact
lash at two paints. Backlash must be
held between .005" to .010". If back.
lash does not fall within specifications,
shims should be interchanged between
the two differential bearing shim packs
until correct backlash is obtained.
NOTE: Changing the position of a
.005'' shim from one side to the other
will change the amount of backlash
approximately .003". FIGURE 43 - Pinion Shaft Oil Seal
Installer
Check ring gear for runout. A read-
ing in excess of .006" indicates a all axles except model 60. Use Driver
sprung differential case, dirt between C-359 for pinion oil seal installation
the case and the gear, or loose ring on model 60.
gear screws. Install the universal joint yoke with
In order to assist in determining Flange Installing Tool W -162, as
whether the gears are properly ad- shown in Figure 44. Install pinion
justed, paint the bevel gear teeth with washer and nut. Then install axle shafts
red lead or prussian blue and turn the and differential housing cover.
bevel gear so the pinion will make an
impression on the teeth. The correct
procedure to follow in the event of an
unsatisfactory tooth contact is shown
in Figure 42. After the differential has
been assembled and adjusted, the
pinion shaft oil seal should be installed.
Remove the sleeve previously in-
stalled in place of the universal joint
yoke and install the oil seal with
Driver W-147 shown in Figure 43 in FIGURE 44- Yoke Insta lling Tool

TRAC-lOK DIFFERENTIAL-
Optional
A conventional differential trans-
mits aiJ of the ring gear torque
through the differential gears to the
axle shafts. Torque is at all times equal
on the axle shafts, and if one wheel
slips, the other wheel can only put out
as much torque .as the slipping wheel.
The Troc-lok differential is similar
except that part of the torque from th~
ring gear is transmitted through clutch
pocks between the side gears and
differential case. The multiple disc
clutches with radial grooves on the
plates and concentric grooves on the
discs ore engaged by o preload from
Belleville springs, plus separating forces
from the side gears as torque is ap-
plied through the ring gear.
The Trac-lok construction permits
differentia l action when required for
turning corners and transmits equal
torque to both wheels when driving
straight ahead. However, when one
wheel tries to spin due to leaving the
ground, o patch of ice, etc., the clutch
pocks automatically provide more
torque to the wheel which is not
trying to spin.
It can be seen then that the Trac-
lok differential resists wheel spin on
bumpy roads and provides more pull-
ing power when one wheel tries to slip.
In many cases of d ifferences in trac-
tion, pulling power will be automati-
cally provided until both wheels start
to slip.
In diagnosis of vehicle operators'
complaints, it is important to recognize
two things:
If, with unequal traction, both wheels
slip, the Trac-lok has done all it con
possibly do.
In extreme cases of d ifferences in
traction, the wheel with least traction
may spin after the Trac-lok has trans-
ferred as much torque as possible to
the non-slipping wheel.
lubrication
The Trac-lok d ifferential requires o
special lubricant and ordinary multi-
purpose gear lubricants MUST NOT
be used. Use only 'Jeep' Differential
Oil, Part No. 94557.
Trac-lok differentiol.moy be cleaned
only by disassembling the unit and
wiping with clean rags.
Do not flush the Trac-lok unit.
AXLES AND PROPELLER SHAFTS
NOTE: The Troc-Lok differential is
serviced ot the some time intervals as
the standard differential.
Trouble Symptoms
If noises or roughness, such as chat-
ter, ore present in turning corners, the
probable cause is incorrect or con-
taminated lubricant.
Before any differential is removed
and disassembled for chatter com-
plaints, the correctness of lubricant
can and should be determined.
A complete lubricant drain, and re
fill with specified limited Slip Differen-
tial lubricant will usually correct chat-
ter.
The fo llowing procedure is recom-
mended to ensure complete removal
of old lubricant.
Worm the lubricant by vehicle road
operation, or 5 minutes of operation
in gear at 30 MPH with both wheels
off the ground on o hoist.
CAUTION: Never place the trans-
mission in gear with the engine running
when only one wheel of a Trac-Lok
equipped vehicle is raised. The vehicle
might drive itself off the jack and pro-
duce damage or injury.
Drain lubricant while warm. Remove
drain plug or cover to drain com-
pletely. If cover is removed, it may be
necessary to replace gasket at this
time.
Refill axle with specified lubricant,
Jeep Port No. 94557.
Operate the vehicle for approxi-
mately ten miles, making at least ten
figure 8 turns to flush the old lubri-
cant out of the clutch pocks.
Repeat the three preceding steps,
making sure to replace the cover gas-
ket if required.
It is possible that slight chatter, re-
quiring additional vehicle operation,
may remain after step. If chatter
persists after 100 miles of vehicle oper-
ation, or remains severe after above
disassembly and repair will be neces~
sary.
Operational Test
Proper performance and capabilities
of Trac-lok Differentials ore often mis-
understood. No precise methods of
measuring performance are generally
available in the field. A functioning
unit can be determined by relatively
10-15
simple vehicle operational test, as
follows:
Place one wheel on good dry pave-
ment, and the other on ice, mud,
grease, etc.
Gradually increase engine rpm to
obtain maximum traction prior to
"break-a-way." The ability to move the
vehicle effectively will demonstrate
proper performance.
If extremely slick surfaces, such as
ice or grease, ore used some question
may exist as to " proper performance"
as described above. In these extreme
cases a properly performing Trac-lok
will provide greater "pulling" power
by lightly applying the parking broke.
Disassembly
It is recommended that the complete
axle assembly be removed from the
vehicle, when it becomes necessary to
remove the Trac-lok from the housing.
Procedures for removal of axle shafts
and differential case from axle hous-
ing are the some as that previously
outlined for conventional axles.
With the Trac-lok unit removed from
the axle housing, proceed as follows:
Place the axle shaft, which was
removed from the assembly, into a
vise. Tighten shaft in vise firmly. The I
spline end of the shaft is not to ex-
tend beyond 2%" above the top of
the vise. This will eliminate the shaft
from fully entering into the side gear
and causing interference with the step
plate tool during disassembly of the
pinion mate gears, etc. Refer to Figure
45.
7'2979
FIGURE 45 - Axle Shaft Positioned
In Vise
10-16
Assemble the differential case to the
axle shaft with the ring gear screw
heads up. Assembling the differential
case onto the shaft will serve as o
holding device to remove the ring gear
and to disassemble the internal ports of
the case.
FIGURE 46 - Differential Positioned
On Axle Shaft
Remove the ring gear screws and
ring gear. It is necessary to remove the
ring gear to allow clearance for the
removal of the cross pin. Place o few
shop towels over the top of the vise
to protect the gear teeth from becom-
ing nicked after it is free from the
case. Tap ring gear with a rawhide
hammer to free it from the case.
71981
FIGURE 47 - Removing Ring Gear
NOTE: If is recommended that when-
ever the ring gear screws ore removed
they ore to be replaced with new
screws.
Remove differential case from axle
shaft and remove ring gear.
All Trac-Lok differentials ore iden-
tified with o manufacturing dote, and
AXLES AND PROPELLER SHAFTS
the complete port number stomped on
the barrel of the case. See Figure 48.
7298A
FIGURE 50- Removing Cross Pin
Assemble the step plate tool into the
71982 bottom side gear, as shown in Figure
FIGURE 48- Trac-Lok Differentia l 51.
Identification
It is recommended that when refer-
ring to the Troc-Lok, obtain the com-
plete port number and build dote. To
do this it will be necessary to wipe off
the lubricant from the case. See Figure
48.
Reposition differential case onto axle
shaft as shown. Remove the tow snap
rings from the cross pin. Use two screw
drivers and push the rings free from the
cross pin. Place a shop towel behind
the case to prevent the snap rings FIGURE 51 - Installing Step Plate Tool
from flying out of the case. Refer to
Figure 49. Position the gear rotating tool into
the top side gear, as shown in Figure
52.
FIGURE 52 - Installing Gear Rotating
Tool
7'2983
FIGURE 49 - Removing Snap Rings
From Cross Pin
NOTE: O n the Model (I) Troc-lok
the cross pin is held in the case by a
roll pin. Use a 1{ 11" diameter rod to
remove the roll pin.
Remove the cross p in. Use o hammer
and punch as shown to remove the
cross p in from the case.
NOTE: A Gear Rotating Tool C-4142
is required to service the Troc-lok dif-
ferential. The Tool consists of four ports:
a Handle, Pawl, Forcing Screw and FIGURE 53 - Threading Forcing Screw
Step Plate. Into Rotating Tool

Insert the forcing screw down
through the top of the case and thread
into the gear rotating tool.
NOTE: Before using the forcing screw
be sure the threads are lubricated with
a fine coot of oil. Also apply a small
spot of grease to the centering hole in
the step plate before it contacts the
forcing screw.
Thread the forcing screw so that it
becomes centered into the step plate.
Torque forcing screw tight. This will
move the side gears away from the
pinion mate gears, and relieve the load
between the gears, allowing only the
pinion mate gears to be loose.
Remove both pinion mate spherical
washers. Use a shim stock of .030''
thickness or an equivalent tool to push
out the spherical washers. Relieve the
tension of the Belleville spring by loos-
ening the forcing screw. Refer to Fig
ure 54.
72988
FIGURE 54 - Removing Pinion Mote
Washers
Retighten forcing screw until a very
slight movement of the pinion mate
gears is detected.
Insert the pawl rotating tool between
one of the side gear teeth as shown.
Pull on handle so the top side gear will
rotate and also allow the pinion mate
gears to rotate. Also continue pulling
on tool until the gear hits the handle.
Remove pawl from between the gear
teeth and repeat the above until the
pinion mate gears can be removed
through the large opening of the case.
NOTE: When attempting to rotate the
side gear, it will probably be necessary
to adjust the forcing screw by very
slightly tightening or loosening until the
required load is applied to the Belle-
ville springs to allow the side gear and
pinion mote gears to rotate. Refer to
Figure 55.
AXLES AND PROPELLER SHAFTS
FIGURE 55 - Removing Pinion Mote
Gears
Retain the top side gear and clutch
pack in the case by holding hand on
the bottom of the rotating tool while
removing forcing screw. Remove rotat-
ing tool, top side gear, and clutch
pock.
Remove the differential case from
the axle shaft. Turn case with the
flange or ring gear side up and allow
the step plate tool side gear and
clutch pock to be removed from the
case. Remove the retainer clips from
both clutch packs to allow separation
of the plates ond discs. Refer to Figure
56.
72990
FIGURE 56 - Troc-lok Unit Disassembly
Inspection
Plates ond discs - If ony one mem-
ber of either stock shows evidence of
excessive wear or scoring, then the
complete stock is to be replaced on
both sides.
Side gears ond pinion mote gears -
The gear teeth of these ports should be
checked for extreme wear or possible
crocks. The external teeth of the side
gear which holds the clutch pock
should also be checked for wear or
crocks. If replacement of one gear
is required due to wear, etc., then
both side gears, pinion mote gears,
and washers ore to be replaced.
Cross pin - If excessive wear is
evident, then the cross pin should be
10-17
replaced.
Clutch retainer clips - If wear is
evident on any one of the retainer
clips, it is suggested that oil four
clips be replaced.
Differential case - If scoring, wear,
or metal pick-up is evident on the
machined surfaces, then replacement
of the case is necessary.
Example of radial groove plate (A)
and the concentric groove disc (B)
shown in Figure 57.
A 8 72991
FIGURE 57 - Plate and Disc
Identification
Assembly
Assemble plates and discs in exactly
the some position as they were re-
moved, regardless of whether they ore
new ports or the original ports.
Prelubricote the thrust face of the
side gear, assemble the plates and
discs to the side gear splines, pre-
tubing each port as shown with the
specified lubricant. Both stocks. See
Figure 58.
FIGURE 58 -lubricating Trac-lok
Components
Assemble the retainer clips to the
ears of the plates. Make sure both
stacks ore completely assembled or
seated onto the ears of the plates.
With the differential case posi-
tioned os shown, assemble the clutch
pack ond side gear into the case.
Make sure the clutch pock stays OS
sembled to the side gear splines and
that the retainer clips ore completely
seated into the pockets of the case.
 10-18
To prevent pock from falling out of
the case it will be necessary to hold
them in place by hand while assembl-
ing the case onto the axle shaft.
72993
FIGURE 59 - Installing Plate Retainer
Clips
Assemble differential case onto the
axle shaft in the position as shown in
Figure 60.
FIGURE 60- Install Differential Case
On Axle Shaft
CAUTION: When assembling the dif-
ferential case onto the axle shaft, be
sure that the splines of the side gears
ore lined up with those of the axle
shaft. Also make sure that the clutch
pock is still properly assembled into the
case after assembling the case onto the
shaft.
Assemble the step plate tool into
the side gear as shown in Figure 51.
Apply a small dab of grease into the
centering hole of the step plate tool.
Assemble the other clutch pock and
side gear exactly as shown. Be sure
the dutch pock stays assembled onto
the side gear splines and that the re-
tainer clips ore completely seated into
the pockets of the case. Refer to Figure
61.
Position the gear rotating tool into
the top side gear.
AXLES AND PROPELLER SHAFTS
FIGURE 61 - Installing Clutch Pock
And Side Gear
FIGURE 62 - Positioning Gear
Rotating Tool
Keep side gear and rotating tool in
position by holding with hand. Insert
the forcing screw down through the
top of the case, and thread into the
rotating tool. Refer to Figure 63.
72997
FIGURE 63 - Threading Forcing Screw
Into Rotating Tool
Position both pinion mote gears
exactly as shown. Be sure the holes
of the gears ore lined up with each
other. Hold gears in place by hand.
See Figure 64.
Tighten forcing screw so that the
Belleville springs will compress and
allow clearance between the teeth of
the pinion mote gears and side gears.
12M
FIGURE 64- Starting Pinion Mate
Gears Into Case
FIGURE 65- Rotating Pinion Mate
Gears Into Position
While holding the pinion mote gears
in place, insert the pawl of the rotating
tool between one of the side gear
teeth as shown. Pull on handle so thot
the top side gear will rotate and
allow the pinion mote gears to rotate
and enter into the case.
NOTE: As mentioned before, it will
probably be necessary to odiust the
forcing screw by very slightly loosening
or tightening until the required lood is
applied to the Belleville plates or discs
to allow the side gear and pinion mate
gears to rotate.
Pull on tool until the handle hits the
gear. Remove pawl from between the
gear teeth, reposition handle and
pawl. Repeat the some operation until
the holes of both pinion mote gears
ore lined up exactly with those of the
case.
Prelubricate both sides of the pinion
mote spherical washers with the speci-
fied lubricant.
Apply torque to the forcing screw
to allow clearance to assemble the
spherical washers.
Assemble washers into case. Use a
very small screw driver to push washers
into place, as shown in Figure 66.
CAUTION: Be sure the holes of the
washers and gears ore lined up exactly

C-41-42 72501
FIGURE 66- Installing Pinion Mate
Washers
with those of the case.
Remove forcing screw, rotating tool,
ond step plate.
Prelubricate the cross pin with the
specified lubricant. Assemble cross pin
into case. Use o hammer as shown.
Be sure the snap ring grooves of the
cross pin ore exposed to a llow assem-
bly of the snap rings. Refer to Figure
67.
72502
FIGURE 67 - Installing Cross Pin
Assemble snap rings.
NOTE: On the Model tiJ Troc-Lok,
align the hole in the cross pin with the
hole in the case. Drive the cross pin
into position and install the retaining
roll pin. If the case is positioned in the
vise with the machined side of the drive
geor flange facing upward, use a 1/11"
diameter punch to drive the roll pin
until the punch bottoms in the case bore.
If the case is positioned in the vise with
the machined side of the drive gear
flange facing downward, wrap a piece
of tape around a 3 /u" diameter punch
approximately I%" away from the end
of the punch and drive the roll pin into
the case until the edge of the tope is
flush with the roll pin bore.
Remove case from axle shaft. As-
AXLES AND PROPELLER SHAFTS
semble ring gear to case.
Line up the ring gear screw holes
with those of the case. Assemble ring
gear screws finger tight.
Reposition differential case onto
axle shaft as shown. Draw screws up
evenly. Tighten to specified torque.
NOTE: Use new ring gear screws and
torque to 45-50 ft. lbs.
This completes the service proce-
dure for the Troc-Lok assembly. Install
Troc-Lok differential case assembly into
axle housing. Follow the service pro-
cedures previously outlined for con-
ventional axles to complete differential
and axle assembly servicing.
Assembly Replacement
If inspection reveals that the replace-
ment of the Troc-Lok as a unit is re-
quired, the following steps should be
followed.
Remove both differential bearing
cones and shims. Mark or tog each side
bearing cone and shim pock as it is
removed to indicate from which side
of the case they were removed.
To remove ring gear from case,
follow the some steps as illustrated in
Figure 47.
Assemble ring gear to new Troc-Lok
case. Follow the some steps as illus-
trated in Figure 68. Make sure the
gear flange on the differential case is
free of nicks, burrs, etc.
FIGURE 68 -Torquing Ring Gear
Screws
Inspect shims and bearings which
were removed from old case. If shims
on bearings show excessive wear or
damage, they should be replaced.
Make sure they ore used on exactly
the some sides of the new case as
they were removed from the old case.
Assemble shims and differential bear-
ing cones. Use step plate on bottom
10-19
bearing to protect the bearing from
becoming damaged during assembly of
the top bearing. To completely seat
the bearings use the proper bearing
driver tool.
Prelubricote differential bearing
cones with the specified lubricant, and
assemble case into axle housing. Fol-
low the service procedures previously
outlined for conventional axles to com-
plete the differential and axle assem-
bly servicing.
PROPELLER SHAFTS AND
UNIVERSAL JOINTS
The drive from the transfer case to
the front and rear axles is accom-
plished by means of tubular propeller
shafts, each shaft equipped with o
universal joint at each end.
Because of the various combinations
of drive line components, several types
of propeller shafts ore required.
Always check the replacement pro-
peller shaft for correct port number be-
fore installation.
Both the propeller shafts and the
universal joints should be checked reg-
ularly for foreign matter around shafts,
dented or bent shafts, and loose at-
taching bolts. Refer to Section B -
MAINTENANCE - LUBRICATION for
proper lubrication requirements and
specifications.
Universal Joint Service
Each shaft is equipped with o
splined slip joint at one end to allow
for variations in length caused by
vehicle spring action. The yokes at the
front and rear of the shaft must be
a ligned in the some hor:zontol plane.
This is necessary to ovoid vibration.
NOTE: Whenever o Jeep vehicle is
undercooted, use extreme core to keep
undercoating material off the propeller
shafts. Undercoating on a propeller
shaft con cause vibration due to im-
balance.
U-Joint Assy. (Prop. to Transfer Case Yoke)
Boll fitting Yoke l~>erl ~ushing
S.OI S n ng
U-Joinl Assy. (Coupling Yoke to Prop.) l72168
FIGURE 69 - Double Cardon Joint
10-20
BALL AND TRUNNION TYPE
UNIVERSAL JOINT
Description
The propeller shaft illustrated in
Figure 70 has a boll and trunnion type
universal joint at one end and a
corden cross-type universal joint at the
other. Either of these joints con be
serviced individually. Both types ore
prelubricoted and sealed. When lubri-
cation is required, inspect the joints
for wear and damage; overhaul if
necessary.
1. Grease Cover 9.
2. Gasket 10.
3. Thrust Washer 11.
4. Spring Washer 12.
5. Centering Button 13.
6. Bearing Boll 14.
7. Bearing Roller 15.
8. Universal Joint Body 16.
17.
FIGURE 70- Boll and Trunnion And Single Cordon Joints
Disassembly
Refer to Figure 70.
Position tube of propeller shaft, near
boll-type universal joint, in o bench
vise; clomp lightly.
Bend lugs of g rease cover away
from universal joint body; then remove
cover and gasket from body.
Remove two clamps from dust cover.
Push joint body toward propeller shaft
tube, then remove two centering but-
tons and spring washers, two boll and
roller bearings, and two thrust washers
from trunnion pin.
Press trunnion pin from bollheod
with a removal tool and arbor press.
NOTE: A standard overhaul kit is
available. This kit includes new grease
cover and gasket, universal joint body,
two centering buHons and spring wash-
ers, two boll and roller bearing assem-
blies, two thrust washers, dust cover,
and two dust cover clamps.
Clean bollhead of propeller shaft
with a suitable cleaning solvent and
dry thoroughly.
Inspect bollheod for weor and dam-
AXLES AND PROPELLER SHAFTS
age. If bollheod is bent out of align-
ment with shaft tube, or if its trunnion
pin bore is worn or damaged, replace
propeller shaft.
Assembly
Secure larger end of dust cover to
universal joint body with larger of two
clamps. Install smaller clomp at smaller
end of dust cover, then fit cover over
bollheod shaft.
Push universal joint cover toward
propeller shaft tube. With installation
21
--~~~~~23
- - ~~,~us:c;::--
Trunnion Pin 1B. Bearing Seal
Clamp 19. Crou
Dust Cover 20. Bearing Cup
Clamp 21. Searing Roller
Breather 22. Cup Retaining Ring
Bollheacl 23. Roller Retainer
Tube 24. rtelink
Tube Yoke 25. Bearing Block Retainer
Seal Retainer
tool and arbor press, press trunnion pin
into centered position in bollheod.
CAUTION: Trunnion pin must project
on equal distance from each side of
bollhead. If it is not centered within
.006", propeller shaft vibration may re-
sult.
Hold universal joint body toward
tube of propeller shaft to gain access
to trunnion pin. Install one thrust
washer, one boll and roller bearing,
one spring washer, and one centering
button on trunnion pin, at one side of
ballheod. Install identical ports on
trunnion pin at opposite side of boll-
head. Compress centering buttons into
trunnion pin, then move joint body
away from propeller shaft tube, into
position to surround buttons, to hold
buttons in place.
Insert breather between dust cover
and bollheod shaft, along length of
shaft. Breather must extend no more
than Y," beyond dust cover along
shaft. Tighten clomp screw to secure
cover to shaft. Cut away any portion of
dust cover which protrudes from be-
neath either clomp.
Pock raceways of universal joint
body (inner surfaces which surround
boll and roller bearings) with approxi-
mately 2 oz. of universal joint grease.
Divide grease equally between race-
ways. Position gasket and grease
cover on body, and bend lugs of cover
into notches of body to hold cover in
place. Move body inward and out-
word, toward and away from propeller
shaft tube, to distribute grease in race-
ways.
Cardon Cross-Type Universal
Joint Disassembly
Refer to Figure 69 and 70.
22
NOTE: Repair of single and double
cordon joints ore similar except for the
24 center boll and socket in the double
.:ardon joint. The rollers and bushings
ore replaceable once the joint is dis-
assembled.
Position tube of propeller shaft, near
cross-type universal joint, in o bench
vise; clomp lightly.
Remove two cup retainer rings,
which fasten bearing cups to tube yoke.
If necessary, top ends of bearing cups
with o brass hammer to release pres-
sure on retainer rings before removal.
Place joint between open jaws of o
soft-jawed vise so that the ears of one
yoke ore supported on the vise jaws.
With o brass hammer, strike the ear
of the yoke behind the bearing. This
will drive out bearing. Remove the
opposite bearing in the same manner.
Remove cross from yoke.
Disengage and remove tie link from
two bearing block retainers. Remove
retainers and two roller bearing cups
from cross. Remove four bearing seals
and four seal retainers from cross.
Clean tube yoke of propeller shaft
with a suitable cleaning solvent and
dry thoroughly.
Inspect yoke for wear and damage.
If it is bent out of alignment with
propeller shaft tube, or if its bearing
bores ore worn or damaged, replace
propeller shaft.
Cardon Cross Type Universal
Joint- Assembly
If cross of universal joint has not
been replaced, install four new seal
retainers and bearing seals, one on
each arm of cross. Install two roller
 AXLES AND PROPELLER SHAFTS 10-21

bearing cup assemblies, on opposite
arms of cross. Install a bearing block
retainer on each bearing cup, and
connect retainers with tie link to fasten
bearings to cross.
Thread remaining arms of cross,
which do not corry bearings, into tube
yoke.
Position yoke in a soft-jaw vise, so
that its inner surface is supported by
vise jaws. With a brass hammer, tap a
roller bearing cup assembly into bear-
ing bore of yoke, so that bearing fits
aver the ends of the cross. Drive bear-
ing cup downward until its retaining
ring groove is fully exposed below
yoke inner surface. Secure the bearing
to the yoke with a retainer ring; be
certain retainer ring is properly seated.
Reverse yoke on vise and repeat this
procedure to install other bearing as-
sembly.

SPECIFICATIONS

Front and Rear Axle Adjustments

Model30 Model 44 Model 60
Drive Pinion Bearing - Break-Away
Preload: Original Bearings 10-20 inch pounds
New Bearings 15-35 in. lbs. 20-40 in. lbs.
Type of Adjustment Shims

Differential Bearing Preload .015"

Type of Adjustment Shims

Drive Gear to Pinion Backlash .005" to .009" .005" to .01 0" .005" to JX)9"
Type of Ad justment Shims

Differential Side Gear to

Differential Case Clearance .000 to .006"

King Pin (Pivot) Bearing -

Break-Away Preload 5-10 ft. lbs. 12- 16ft.lbs. Not Appl.
Type of Adjustment Shims

TORQUE SPECIFICATIONS
-FOOT POUNDS Model 30 Model-44 Model60
Axle Housing Cover Screws 15-25
Knuckle Seal Retainer Plate Screws 10-25 10-25 Not Appl.
King Pin (Pivot) Bearing Cap Screws 25-40 70-90 Not Appl.
Pinion Yoke Nut 200-220 200-220 250-270
Differential Bearing Cop Screw 35-50 70-90 70-90
Drive Gear to Case Screws 45-65 45-65 100-120
Universol Joint "U" Bolts 13-18
Universal Joint Flange 25-45
Wheel to Hub Nut 65-90
Backing Plate Mounting
Bolt and/or Nuts:
Rear Brakes 35-55
Front Brakes:
CJ-5/CJ.-6 & Commando 35-55
Wagoneer 25-35
Truck; except Camper (3407Z) 25-35
Camper (3407Z) 35-55
10-22 AXLES AND PROPELLER SHAFTS

Axle Ratios
Axle Ratio Axle Model
Engine Trans.
CID Model Model Std. Opt. Front Rear

232-258 T-14A
CP-5/CJ-6
Commando
304 T-15A
3.73:1 4.27:1
CJ-5 30 44
232-258 T-18A
Commando

258-304 Commando Auto. 3.73:1 4.27:1*

T-1 4A, T-18A

258 3.73:1 4.27:1
Wagoneer Auto. 30 44
T-15A, T-18A 3.73:1
304-360 3.31:1
Auto.
258-304-360 Truck T-15A, T- 18A 4.09:1 4.88:1 ** 44-3750 lbs. 44-4000 lbs.
Auto. + Capacity Capacity
44HD-4000 lbs. 60-5000 lbs.
Capacity Capacity

*Not available with 304 CID engine.

**Not available with 304-360 CID engines.
+Not available w ith T-18A Trans. on 8000 GVW Trucks
 AXLES AND PROPELLER SHAFTS 10-23

00.1241 & 00.1245 Wrench

W-1 048 Puller Set

- C-4142 Gear Rotating Tool Set

DD-91 4-7 Extension

W-162 Flange Installer

W-990 Gouge Set 00.914-42 Button

J
W-262 Sl. .ve
W-188 Driver

W-163 Puller

W-186 Driver
C-4025 Driver

SP-5442 Remover

DD-12.43 Installer

W-3 Installer SP~1 Installer

7221~

FIGURE 71 -Axle and Propeller Shaft Service Tools

10-24 AXLES AND PROPELLER SHAFTS

SP..S574 Puller

SP-5583 Button

... SP-5581 Plate SP-5582 Cup

- W-355 Wrench

....
W-129 Spreader
SP..S584 Adapter

W-138 Driver and Adapter

00-91-4-62 Adapter
W-172 Puller

SP-5440 Installer
SP-5439 Installer

00-914-9 Reducer Ring 00-914-8 Reducer Ring

00-914-P Press Set 722U

FIGURE 72- Axle and Propeller Shaft Service Tools

 STEERING 11 -1

Page
GENERAL ...................................... 1
Steering Gear Assembly (Non-Power) ............... 1
Steering linkage ...... . ............ . .......... .. 1
Front Wheel Turning Angle ......... .... .......... 2
Steering Arm ................................... 2
DIAGNOSIS GUIDE ................................ 2
Steering linkage, Front Suspension, and
Non-Power Steering Gear ....................... 2
Power Steering ................................. 3
FRONT WHEEL ALIGNMENT ADJUSTMENTS ............ 6
Toe-In Adjustment ............................... 6
Comber Adjustment .............................. 6
Coster Adjustment ............................... 7
Front Wheel Shimmy .............. . .............. 7
STEERING LINKAGE SERVICE ........ .. ............. 7
Steering Connecting Rod ....... ..... ..... ......... 7
Tie Rod ....................................... 8
Tie Rod Removal ................................ 8
STEERING GEAR SERVICE (Non-Power) -
LEFT-HAND-DRIVE VEHICLES ...................... 8
Removal ..................................... 8
Disassembly .................................. 8
Assembly .................................... 9
Adjustment ...... . .......................... 10
Installation . ........ . ................... . .. .. 10
RIGHT-HAND-DRIVE VEHIQES .................. .. 10
Removal ................................... 10
Disassembly ............................... 10
Assembly .. ........................... .... 11
Bearing Preload Adjustment .... .... ......... .. . 11
Clearance Adjustment .......... .. ........ .. .. 11
STEERING WHEEL SERVICE ........... .. ........... 12
Steering Wheel Removal ...................... 12
Steering Wheel Installation .................... 12
STEERING COLUMN SERVICE -
CJ-5/CJ-6 AND COMMANDO ....... ..... . . ...... 12
Removal ................................... 12
Steering U-Joint Coupling ...................... 12
Disassembly ............................... 12
Inspection ................................ 12
Assembly ................................. 12
Disassembly ................................. 12
Assembly ........................... .... .... 13
Installation ..................... .. ........... 13
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
STEERING COLUMN SERVICE -
WAGONEER AND TRUCK ........... .. ........... 13
Page
Steering U-Joint Coupling ....................... 13
Disassembly ... ... .......................... 13
Inspection .. .. . ... ..................... ..... 13
Assembly .................................. 13
Removal .................. ... .. . ............ 14
Disassembly ............................... . .. 14
Assembly ................................ ... 14
Installation ................................... 14
Adjustments ............................. ..... 15
POWER STEERING ........................... .. .. 15
PRINCIPALS OF OPERATION ..................... . 16
Hydraulic Pressure Supply ................... 16
Power Steering Gear ................ .. ......... 16
Steering Valve .. . ............ ... .. . ... ........ 16
Center Position Operation ..................... 16
Right Turn Operation ........................ 16
left Turn Operation ........................ 17
System Operation Without Pressure Supply . . . . . . . . . 17
PERIODIC MAINTENANCE ......................... 17
POWER STEERING GEAR SERVICE ... ......... ...... 17
Removal ...... .. .......... . ........... ....... 17
Removal and Disassembly of Pitman
Gear Cover and Side Cover ................ . .. 17
Adjuster Plug Assembly - Removal and Disassembly . 18
Valve Assembly- Removal and Disassembly ....... 19
Rock-Piston and Worm Shaft -Removal
and Disassembly ............................ 19
POWER STEERING GEAR INSPECTION AND REPAIR ... 19
Housing Inspection . ............................ 19
Rock-Piston Nut, Worm and Bolls ................. 20
Valve Ports .................. . ................ 20
Pitman Shaft, End Cover and Bearings .......... ... 20
POWER STEERING GEAR - ASSEMBLY .............. 20
Rock-Piston and Worm Shaft .................... 20
Valve Assembly ........................... .. . 21
Subassemblies ................................ 22
Adjustments ..... .. ........................... 23
POWER STEERING PUMP SERVICE .................. 23
Description .. ....................... ....... .. 23
Removal ..................................... 25
Pump Shaft Seal ............. .. ............... 25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Assembly .................................... 26
Installation ................................. . . 27
SPECIFICATIONS .. . ....................... ...... 27
TOOLS ........................ . .. . ......... .. 29

GENERAL Steering Gear Assembly gear. The steering gear ratio is 24 to

The steering system consists of the
steering gear, steering wheel, steering
column, intermediate shaft, flexible
coupling, steering linkage, and power
steering pump (optional).
This section covers wheel a lignment,
power steering, steering linkage, steer-
ing gear, steering column and steering
wheel.
(Non-Power)
The steering gear is a reducing gear.
It exchanges a relatively Iorge amount
of movement w ith a small force (ap-
plied by the driver at the steering
wheel), for a much smaller amount of
movement with a greatly increased
force through a com and lever or re-
circulating boll action type steering
1.
Steering linkage
The steering linkage consists of a
steering (pitman) arm attached to the
steering gear, a connecting rod, tie
rod, and steering knuckles integral with
the steering arms. Boll joints o re used
on the tie rod a nd steering connecting
11-2 STEERING

,;- r
.----StHring Knuckle - - - -, .....-- --Steering Knuckle- - - ,

Ball Joint~ ~

~
St..ring Geor

4:1--- Lube fitting

Conneding StHring Rod StHring Geor

FIGURE 1 -Steering linkage - Typical

rod to maintain constant toe-in and
good steering control under all d riving
conditions. Should the boll joints be
worn enough to allow excessive free
motion in the linkage, they should be
replaced. Boll joint replacement re-
quires resetting the toe-in adjustment.
On the steering linkage, the connect-
ing rod attaches to the steering a rm at
one end, and to the steering knuckle
arm at the other end. The tie rod ends
o re connected to the steering knuckle
arms at the wheels.
Front Wheel Turning Angle
When the front wheels ore turned,
the inside wheel on the turn travels in
o smaller circle than the outside wheel.
Therefore, it is necessary for the wheels
to toe-out. This change in wheel align-
ment is obtained through the length
and angularity of the steering knuckle
arms in relation to the front axle.
The left steering knuckle a rm con-
trois the relationship of the front wheels
on o left turn and the right a rm con-
trols the relation on o right turn.
Refer to Specifications for proper
stop screw settings.
Steering Arm
Should a steering knuckle arm be-
come bent, the entire housing must be
replaced.

DIAGNOSIS GUlDE

STEERING LINKAGE, FRONT SUSPENSION AND NON-POWER STEERING GEAR

COMPLAINT AN D CAUSE PROBABLE REMEDY

Hard Steering
lack of lubrication lubricate All Connections
Tie rods ends worn ................................. . Replace
Drag link boll joints tight ... ........ . ............... . Ad just
Cross shaft improperly adjusted ...................... . Adjust
Steering gear ports worn ........... . ................ . Replace
Frozen steering shaft bearings ....................... . Replace Bearings
lower coupling flange rubbing against steering shaft ..... . loosen Bolt and Assembly Properly
Steering wheel rubbing against directional switch housing Ad just Jacket Endwise

Steering Gear
Adjusted too tight .................................. .
Front spring sagged ...... ....... ... . . .............. .
Frame bent or broken ................... ...... . .... .
Steering knuckle bent .............................. .
Ball joint galled or too tight .. .. ....... .. ............
low or uneven tire pressure ... ........... . .. ...... .. .
Steering gear or connections ad justed too tight .......... .
Check ad justment by dropping pitman arm from gear or
disconnecting linkage from pitman arm ball. Read just if
necessary.
Check front end jounce height. Jounce height should be ap-
proximately the same at both wheels. Comport dimensions
with those on vehicle having about some mileage and
equipment and believed to be standard. Replace front
springs if sagged.
Repair frame as necessary.
Install new knuckle.
Replace boll jo int.
Inflate tires to recommended pressure.
Test steering system for bind with front wheels off floor.
Adjust, as necessary, and lubricate.
I COMPLAINT AND CAUSE
STEERING

PROBABLE REMEDY
11-3

Steering Loose
Tie rod ends worn ................................. . Replace.
Drag link ball sockets worn ........................... . Replace.
Steering gear parts worn ............................ . Replace.
Steering gear improperly adjusted ..................... . Adjust.

Road Shock ........................................ . Steering drag link too tight; Axle spring clip loose; Wheel
bearings loose; Poor shock absorber control.

Turning Radius
Short one side Center bolt in spring sheared off, axle shifted, steering arm
bent, steering arm not properly located on steering gear.

POWER STEERING
Hard Steering While Driving:
Lower coupling flange rubbing against adjuster plug ..... . Loosen pinch bolt and assemble properly. There should be-~~":,._
1
/ 16 " clearance between plug and flange.

Steering adjustment tight ........................... . Check adjustment by disconnecting pitman arm from gear.
Insufficient pressure build-up in gear power cylinder
due to leak or faulty valve ........................ . Replace defective parts.
Incorrect installation or operation of the gear check
valve poppet ................................... . Check operation of valve.

Poor Return of Steering Gear to Center

Lower coupling flange rubbing against adjuster plug ......
Tighten pitman sector to rack-piston nut adjustment .......
Rack-piston nut to worm preload too tight ..............
Thrust bearing adjustment incorrect ...................
Sticky valve spool .................................
Steering column misalignment ........................ .
. Loosen pinch bolt and assemble properly.
. Adjust in vehicle to specification.
. Remove gear and replace balls as required.
. Adjust to specification.
. Remove and clean valve. Replace rotary valve assembly if
necessary.
Realign.

Pump Inoperative or Poor or no Assist

Loose drive belt ................................... . Tighten belt.
Low oil level ...................................... . Fill reservoir.
Air in the oil ..................................... . Locate source of air leak and correct.
Defective hoses .................................... . Replace hose.
Flow control valve stuck open ........................ . Remove burrs or dirt.
Loose screw in end flow control valve ................. . Tighten.
Pressure plate not flat against ring .................... . Properly seat pressure plate against ring.
Extreme wear of pump ring ......................... . Replace part.
Scored pressure plate, thrust and/or rotor .............. . Lap off light scoring. Replace heavily scored parts.
Vanes not installed properly ......................... . Install properly.
Vanes sticking in rotor slots ......................... . Free up by removing burrs or dirt.
Faulty flow control valve assembly ................... . Replace assembly.
"0" ring improperly installed on pressure union ......... . "0" ring must be in groove nearest outlet of union.
End plate improperly installed or seal damaged ......... . Install properly. Replace seal.

Momentary Increase in Effort When Turning Wheel

Fast to the Right or to the Left
Air in system ..................................... . Bleed gear.
Low oil level in pump ............................... . Check oil level in pump reservoir.
High internal leakage .............................. . Replace rack-piston ring and back-up "0" ring, rack-piston
nut end plug seal, and/or replace valve.
NOTE: With engine idling, very fast movements of steering wheel
may give higher effort or feel. This is a normal result and will
fast momentarily until the system "catches up'' with position
of the valve.
11-4 STEERING

COMPLAINT AND CAUSE PROBABlE REMEDY

External O il leaks
NOTE: W ipe gear and pump thoroughly and make sure source of
leakage is determined.

Gear leaks
loose hose connections .................. .......... . . Tighten.
Damaged hose .................................... . Replace.
Side cover "0" ring seal ........................... . Replace seal.
Pitman shaft seal .................................. . Replace seals.
Housing end plug "0" ring seal ....................... . Replace seal.
Adjuster plug "0" ring seal .......................... . Replace seal.
Torsion bar "0" ring seal .............. . ............ . Replace valve.
Pitman shaft lash ad juster nut ........................ . Replace nut.
Stub shaft seal ................................... . . Replace seal.

Pump leaks
Oil leaking at top of reservoir as it is too full ........... . Remove oil to proper level.
Oil leaking ot top of reservoir caused by air bubbles in oil . locate source of air leak and correct.
Reservoir "0" ring seal damaged or improperly installed ... Replace "0" ring.
Pressure union or reservoir to housing bolt and stud
not tightened sufficiently .......................... . Torque union and stud and bolt to 35 Foot Pounds.
Pressure union or reservoir to housing bolt a nd stud
cross threaded or damaged ....................... . Replace damaged ports.
Defective pressure fitting seat on hose end ............. . Replace hose.
Damaged reservoir to housing or pressure union "0" ring seals Replace seals.
Defective shaft seal ................. . .............. . Replace seal.
Damaged shaft at seal area ......................... . Replace shaft.
leaks in metal ports
(Example: Drawing crack in reservoir) .. .. ... ..... . . Replace defective part.

Noise
Gear Noise (rattle or cluck)
loose "overcenter" adjustment Adjust to specification.

NOTE: A slight rattle may occur on turns because of the increased

lash when off the "high point". This is normal and the lash
must not be reduced below the specified limits to eliminate this
slight rattle.

Gear loose on frame Tighten mounting bolts.

Geor Noise (''hissing" sound)

A hissing noise is natural when steering wheel is ot end of
travel or when slowly turning at stand still ........... .
Gear Noise (squawk when turning or when
recovering from a tum)
Cut or worn damper " 0 " ring on valve spool
Do not replace valve unless "hiss" is extremely objectionable.
Investigate clearance around safety drive rivet pins. Be
sure there is no metal-to-metal contact around flexible
coupling as this will transmit valve hiss to vehicle. Normally
this shows up as on intermittent hiss. Realign steering col-
umn if necessary.
Replace damper "0" ring.

Pump Noise
loose belt Tighten belt.
Hose touching other parts of vehicle .................. . Ad just hose positions.
low oil level ..... .................... .. ........... . Fill reservoir.
Air in the oil .. ..... . ................... .. ......... . locate source of a ir leak and correct.
Excessive bock pressure caused by hoses or steering gear .. locate restriction and correct. With pressure gouge installed
 STEERING
COMPLAINT AND CAUSE
(Pump Noise - Continued)
Scored pressure plate ............................... .
Vanes not insta lled properly .................... . ... . .
Vanes sticking in rotor slots .......................... .
Extreme wear of pump ring .......................... .
face of thrust p late scored .......................... .
Scored rotor ....... .............................. . .
Defective flow control valve ..................... . .... .
Excessive Wheel Kickback or loose Steering
Air in system .....................................
Excessive lash between pitman shaft sector and rock-piston ..
loose thrust bearing adjustment ...................... .
Rock-piston nut to worm preload too low ............... .
Incorrect installation or operation of the gear check
valve poppet .................................... .
Steering Wheel Surges or Jerks When
Turning W ith Eng ine Running
loose pump belt .................................. .
Hard Steering When Parking
loose pump belt ................................... .
Low oil level in reservoir ............................. .
Steering gear adjustments tight ..... . ................. .
Insufficient oil pressure .............................. .
11-5
PROBABLE REMEDY
in pressure hose between pump and gear and engine run-
ning at 1500 RPM, oil worm, and no effort on the steering
wheel. Pressure should not exceed specification. Check
operation of check valve poppet.
lop out light scoring. Replace heavily scored port.
Install properly.
free up by removing burrs and d irt.
Replace port.
Lop out light scoring. Replace heavily scored port.
lop out light scoring. Replace heavily scored port.
Replace.
Add oil to pump reservoir and bleed.
Adjust to specification.
Remove gear and ad just to specification.
Remove rock-piston nut and worm, and change bolls to .obtoin
specified preload.
Check operation of valve.
Adjust to specification.
Adjust to specification.
Fill to proper level. If excessively low, check all lines and
joints for evidence of external leakage.
Ad just to specification.
If all of the above checks do not reveal the cause of hard
steering, make the following tests of oil pressure:
(o ) Disconnect the pressure line at oil pump. Attach pres-
sure gouge to pump. Connect the hose to end of gouge
where the valve is located.
(b) With engine at hot idle and gouge valve open, note the
oil pressure on the gouge while turning steering wheel
from one extreme position to the other. Especially note
the maximum pressure which con be built up with the
wheel held in either right or left extreme position.
CAUTION: Do not hold wheel in extreme position for
on extended period of time because it will drastically in-
crease the oil temperature and will cause undue wear on
the oil pump.
(c) W ith oil temperature between 150f and 170f, as
measured with o thermometer in the reservoir, the maxi-
mum oil pressure should not be less than 1000 psi for
satisfactory power steering operation.
(d) If the maximum oil pressure is less than 1000 psi, it
ind icates trouble in the pump, oil hoses, steering gear, or
o combination of these ports. To eliminate the hoses and
gear, close the gouge only with the engine at worm idle,
then open the valve to ovoid increasing o il temperature.
A minimum pressure of 1000 psi should be present with
valve closed.
(e) Comparing the maximum pressure obtained in these two
11-6 STEERING

COMPLAINT AND CAUSE PROBABlE REMEDY

(Hard Steering When Parking - Continued)

tests will indicate source of trouble as follows: Step {b)
pressure low and Step (d) pressure normal indicates
faulty external oil lines or steering gear. Step (b) and
Step (d) pressures equally low indicates faulty oil pump.

Low O il Pressure in Gear Caused by

Restriction in Hoses
Check for kinks in hoses .................. . ......... . Remove kink.
Foreign object in hose ............................... . Remove hoses and remove restricting object or replace hose.

Low O il Pressure Due to Steering Gear

Leakage at side cover "0" ring, housing end plug
"0" ring, pitman shaft seals ....... . ... . ........... . Replace defective seals.
Pressure loss in cylinder due to worn piston ring,
damaged bock-up "0" ring or scored housing bore ..... Remove gear from vehicle for disassembly and inspection of
Leakage at valve ring.s, valve body to worm seal, rings and housing bore.
rock-piston end plug seal .......................... . Remove gear from vehicle for disassembly and replace seals.
loose fit of spool in valve body or leaky valve body ...... . Replace rotary valve assembly.

Incorrect Insta llatio n or O peration of The

Gear Chec.k Poppet Va lve ................ . .. . ...... .
To determine if the poppet valve is installed and operating
correctly, disconnect the pressure hose and install a pres-
sure gauge between the hose and the pump. With the
engine at worm idle (525 RPM) and no effort on the steer-
ing wheel, oil pressure should not exceed 60 psi with
worm oil. If gouge indicates more than 60 psi, the poppet
valve should be checked for correct installation.

No Effort Required t o Tum

Broken torsion bar .................................. . Replace rotary valve assembly

FRONT WHEEL ALIGNMENT
ADJUSTMENTS
To assure correct alignment, a def-
inite procedure for inspection of the
steering system is recommended. It is
suggested that the following sequence
be used.
Equalize tire pressur~ and level
vehicle.
Check steering gear to steering
column alignment.
Inspect steering knuckle pivots,
spindle and wheel bearing looseness.
Check wheel runout.
Test wheel balance and bearing ad-
justment.
Check for spring sag.
Inspect brakes and shock absorbers.
Check steering gear assembly ad-
justment and steering connecting rod.
Check caster.
Check toe-in.
Check toe-out on turns.
Check comber.
Check tracking of front and rear
wheels.
Check frame alignment.
The factors of alignment, caster,
comber, and toe-in, ore all interre-
lated. Therefore, after on alignment
job is completed, make a complete re-
check of all the adjustments to be sure
the settings ore within the limit. Be sure
all front suspension and steering sys-
tem nuts and bolts are all properly
torqued before taking wheel alignment
readings.
Toe-In Adjustment
Refer to Figure 2.
To adjust the wheel toe-in, first raise
the front of the vehicle to free the front
wheels. Turn the wheels to the straight
ahead position. Use a steady-rest to
scribe a pencil line in the center of
each tire tread as the wheel is turned
by hand. A good way to do this is to
first coot a strip with chalk around the
circumference of the tread at the cen-
ter to form a bose for a fine pencil
line.
Measure the distance between the
scribed lines at the front and rear of
the wheels using care that both meas-
urements ore mode at on equal dis-
tance from the floor. The distance be-
tween the lines should be greater at
/s:"
the rear than the front by 3/ 84" to 1
To make adjustment to obtain this di~
tonce loosen the clomp bolts and tum
the tie rod with a small pipe wrench.
The tie rod is treaded with right and
left hand threads to provide equal ad-
justment at both wheels. Do not over-
look retightening the clomp bolts to
specified torque.
It is common practice to measure be-
tween the wheel rims. This is satis-
factory providing the wheels run true.
By scribing a line on the tire tread,
measurement is token between the
rood contact points which will reduce
error of wheel run-out.
Camber Ad justment
Refer to Figure 3.
Correct wheel comber of 1Y2 is
set in the solid front axle at the time

fl
FIGURE 2- Front Wheel Toe-In (Top View) - Typical
of manufacture and cannot be altered
by any adjustment. It is important that
the comber is the some on both front
wheels. Coster angle should be
checked using wheel aligning fixture.
Heating any of these ports to facilitate
straightening usually destroys the heat
treatment given them at the factory.
Cold bending may cause o fracture
of the steel and is unsafe. Replacement
with new ports is recommended rather
than any straightening of damaged
ports.
Caster Adjustment
Vertical line - ! !.-Coster Angle
FIGURE 4 - Axle Caster (Side View)
Axle caster is preset at 3. It should
be checked on o wheel alignment fix-
ture. If found to be incorrect, correction
may be mode by either installing new
ports or installing caster shims between
the axle pod, and the springs.
If the comber and toe-in ore correct
and it is known that the axle is not
twisted, o satisfactory check may be
mode by testing the vehicle on the
rood. Before rood testing, make sure
all tires ore properly inflated, being
particularly careful that both front
tires ore inflated to exactly the some
pressure.
If vehicle turns easily to either side
but returns hard to straight ahead po-
STEERING
Camber Angle
177173
FIGURE 3 - Front Wheel Camber (front View)
sition, incorrect caster is indicated. If
correction is necessary, it con usually
be accomplished by installing shims
between the springs and axle pods to
secure the desired result.
Front Wheel Shimmy
Wheel shimmy moy be caused by
various conditions in the wheels, axle,
or steering system; or o combination
of these conditions. Outlined below
will be found the usual corrections of
this fault:
Equalize the tire pressures.
Check the wheel bearings for loose-
ness. Be sure that the inner wheel
bearing race is not too loose on the
spindle.
Remove both steering knuckles and
carefully inspect the upper and lower
pivot pin bearings. Inspect the bearing
cups for evidence of brinelling, pitting,
or fretting. Any bearings that show
the slightest imperfection must be re-
placed. Adjust the pivot pin bearings.
Assemble and lubricate the front axle
and steering linkage, installing new
steering knuckle oil seals if present
seals show any wear.
Check wheel run-out. This check
should include radial run-out and
wheel looseness on the hub.
Check wheel balance. Check for
blowout patches, uniform tire tread,
vulcanized tires, mud on inside of
wheels, and tires creeping on the rims.
Check for front spring sag. Also
check for broken spring leaves, broken
center spring bolt, loose spring clips
(or tight clips), over-lubrication of
spring leaves, spring shackle brocket
loose on frame, and loose rear spring
shackle. Be sure that the shock absorb-
ers ore operating properly to elimi-
nate bobbing of the front end.
Check brakes to make sure that one
does not drag.
11-7
yertica l Line-If--Camber
Angle
177174
Check the steering assembly and
steering connecting rod. This includes
the up and down ploy of the steering
worm shaft, end ploy of the lever
shaft, tightness of the steering gear to
the frame, tightness of steering arm,
adjustment of the steering connecting
rod, and condition of the steering tie
rod boll joint ends.
Check front axle caster. This should
be the some on both sides, otherwise
a locking broke may be indicated
causing a twisting action of the axle.
Check the front wheel toe-in.
Check wheel toe-out on turns. This
gives on indication of the proper angu-
larity of the steering knuckle arms and
tells whether or not they hove been
bent and require replacing. These may
be checked by comparing them with
new ports. If on arm is bent, check for
o bent tie rod.
Check wheel comber.
Check the steering axis inclination.
Check the tracking of the front axle
and frame alignment, either of which
may be out of a lignment.
STEERING LINKAGE SERVICE
Steering Connecting Rod
The steering connecting rod con be
removed by removing the cotter pins
and nuts from both ends, and then re-
moving the rod. The steering connect-
ing rod boll joints cannot be disas-
sembled for service.
When installing the steering con-
necting rod, place the wheels in the
straight ahead position and place the
steering arm parallel to the centerline
of the vehicle. Hove the steering gear
steering arm properly indexed, with
line marks on the steering arm and
gear shaft and the steering gear on
center of high point. With the steering
arm so positioned, install the connect-
 11-8
ing rod. Refer to Figure 1.
Tie Rod
Refer to Figure 1.
The tie rods ore of three-piece con-
struction consisting of the rod (tube)
and two boll and socket ends. Boll
and socket ends ore threaded into each
rod and locked with clamps around
each end of the rod. Right- and left-
hand threads on tie rod ends provide
toe-in adjustment without removing the
tie rod ends from the steering arm.
Tie Rod Removal
Refer to Figure 1.
The tie rods con be removed by re-
moving the cotter pins and nuts at the
ends. To remove the tie rods from the
steering knuckle arms, use a puller or
expansion fork. Then separate the joint
seals and fittings, if necessary. The tie
rod sockets con be removed by loosen-
ing the nuts on the clomp bolts and un-
screwing the sockets from the tie rod
tubes.
When installing the components of
the steering linkage, new seals should
be installed as necessary. All nuts
should be torqued 30 to 40 Foot
Pounds, and new cotter pins installed.
If the steering arm was removed, the
steering arm nut should be torqued
110 to 140 Foot Pounds.
STEERING GEAR SERVICE
(NON-POWER) - LEFT-HAND-
DRIVE VEHICLES
Removal of Steering Gear
On vehicles equipped with power
steering, disconnect hydraulic hoses at
the power steering gear. Raise hoses
above pump to prevent oil from drain-
ing.
Disconnect the steering gear from
the lower steering shaft by removing
with screw.
the two nuts attaching the flexible
coupling to the shaft flange.
taking core not to damage seal in
Disconnect the steering arm from the
connecting rod. Remove the upper
threads. Top lightly on spline end if
steering gear-to-frame brocket bolt.
necessary
Remove the two lower steering gear-to-
frame brocket bolts and remove the
worm ad juster and lower worm bear-
steering gear.
ing.
Disassembly of Steering Gear
out with screwdriver. Remove bearing
(LHD)
from worm adjuster.
Rotate the worm shaft until it is in
STEERING
the center of travel. Mark along shaft,
just beneath double spline, shall be
centered between top and bottom of
shaft when looking at shaft from side
CCNer side (Fig. 5).
Worm Shaft Worm koring Adjuster
FIGURE 5 - Cross Section of
Steering Gear (LHD)
Remove the ad juster lock nut.
Remove side cover bolts and lock-
washers and turn lash adjuster screw
clockwise to force side cover from
housing. Remove side cover and gasket.
Refer to Figure 6.
OiiS...I~
PitmanSh~
oh -i"Oi~ '
Side Cover
&
l 0
~ Upper Worm S.aring
t ~'-.... ~~~~
FIGURE 6 - Non-Power Steering Gear (LHD)
Remove adjuster screw and shim
from T-slot in pitman shaft. Keep shim
Remove pitman shaft from housing,
housing with pitman shaft splines or
Remove worm adjuster nut; remove
If bearing is damaged, pry retainer
Remove assembled worm shaft, boll
nut, and upper worm bearing from the
housing, Figure 7. Do not allow boll
nut to rotate freely to end of worm
travel; this could damage boll return
guides. Talee core not to damage the
oil seal with the worm shaft splines.
Remove the upper bearing from the
shaft.
If the oil seals ore damaged; pry
them out of the housing
Remove the three screws securing
the clomp to the boll nut; remove the
boll guides from the nut. Turn the boll
nut over and rotate the worm shaft
bock and forth until all the bolls drop
out on a clean cloth (50 bolls). Re-
move the boll nut from the shaft.
Wash all ports in clean solvent and
wipe dry with a clean cloth.
Inspect the bearing cups in the worm
ad juster and in the housing. If they
ore damaged, remove them, using
worm shaft bearing cups remover tool,
C-3780. Refer to Figure 8.
Inspect the worm shaft, particularly
in the area near the worm, for pitting,
grooving, or other damage; replace if
damaged.
Housing
G
~Upo::::- C
I ~ I
. 1)
Ball Nut
' ..-.I Worm karin;
Adjuster
~
Ball Ball Guide '{)
Inspect the bushings for the pitman
shaft in the housing and in the side
cover. If the bushing in the housing is
damaged, drive the bushing into the
housing with the Remover and Installer
Tool J-1614. If bushing in side cover
is damaged, replace side cover and
bushing assembly (Fig. 9).
Inspect the teeth of the boll nut and
pitman shaft for pitting or heavy scor-
ing, which would require replacement
of boll nut or pitman shaft.
Inspect boll guides, balls, and clomp
for damage; if damaged, replace with
new ball kit ports.

FIGURE 7 - Removing Worm Shaft
and Ball Nut (LHO)
FIGURE 8 - Removing Worm Shaft
Bearing Cup (LHD)
FIGURE 9- Removing Pitman Shaft
Bushing (LHD)
Check the fit of the lash adjuster
screw and shim in the T-slot of the
pitman arm as shown in Figure 10.
The lash adjuster screw must be free
to turn, and end ploy should not ex-
ceed 0.002". If end ploy exceeds
this limit, change the shim thickness
STEERING
to obtain the correct end ploy. A lash
adjuster shim kit is available.
rnt7
FIGURE 10 - Checking lash Adjuster
Screw End Play (lHD)
Assembly of Steering Gear
(LHD)
NOTE: Lubricate all ports before as
sembly. Use special lubricant, Jeep
Port No. 940657.
Position the boll nut on the worm
shaft so that the deep side of the
teeth will be toward the side cover
when the shaft is installed in the hous-
ing. Install 20 bolls in each circuit. Rock
the worm shaft bock and forth to aid in
installation. Use o punch as shown in
Figure 11 if necessary to install the
bolls.
IIIJIIIII""'"
rnta
FIGURE 11 - Filling Ball Circuits
(LHD)
Install the boll guides in the boll
nut as shown in Figure 12. Hold them in
place with the fingers and install 5
more bolls in each circuit through the
window in the top of the boll guide.
Position the clomp over the two boll
guides a nd secure with three bolt and
washer assemblies. Rotate the worm
through its complete travel several
times to ensure that bolls ore installed
correctly a nd rotate freely. Do not
allow boll nut to hit the end of worm
travel; this could damage boll return
guides.
If the bearing cups were removed
from the worm adjuster or the hous-
ing, press in o new bearing cup, using
11 -9
FIGURE 12- Installing Ball Guides
(LHD)
Worm Shaft Bearing Cup Insta ller C-
3777, as shown in Figure 13.
FIGURE 13 - Pressing in Bearing Cup
(LHO)
Install the upper worm bearing on
the upper port of the worm shaft, and
center the boll nut on the worm. In-
stall the assembly in the housing with
the bearing seated in the bearing cup.
If the bearing was removed from the
worm adjuster, install o new bearing
and retainer in the worm adjuster.
Install the adjuster in the bottom of
the housing, seating the worm shaft in
the lower bearing in the adjuster.
Install the bearing adjuster lock
nut, but do not tighten.
Turn the worm shaft until the center
tooth space of the boll nut is centered
in the opening for the side cover. In
stall the correct shim, and the lash
adjuster screw in the T-slot of the pit-
man shaft. Install the pitman shaft in
the housing, meshing the center tooth
of the sector gear on the shaft with
the center tooth space of the boll nut.
Position o gasket and the side cover
on the housing; turn the lash ad juster
screw in the threaded opening of the
side cover but do not tighten. Secure
11-10
the side cover with three lock washers
and bolts. Torque the bolts 25 to 40
Foot Pounds. Install the nut loosely on
the Josh adjuster screw.
If the pitmon shaft oil seal was re-
moved, use the Pitmon Shaft Oil Seal
Protector J-5787 and the Pitman Shaft
Oil Seal Installer J-7171 to install o
new oil seal in the housing over the
pitman shaft threads and splines.
If the worm shaft oil seal was re-
moved, use the Worm Shaft Upper
Oil Seal Installer J-7017 to install a
new oil seal in the housing.
Fill the steering gea r with 11 ounces
of lubricant, Jeep Port No 940657,
and adjust and final torque the steer-
ing gear as directed in the following
paragraph.
Steering Gear Adjustments
(LHD)
N O TE: Worm bearing adjustment
should a/ways precede each adjust-
ment of the steering gear.
AHoch Torque Wrench W-297 to
splined end of worm shaft and turn
shaft to either extreme left or right
position. Do not hit travel stops. Tighten
the worm bearing adjuster until the
torque wrench registers 8 Inch Pounds.
Make sure the adjustment is made
within ~-turn of either extreme po-
sition of the shaft. Tighten the adjuster
lock nut to 75 to 100 Foot Pounds.
Recheck the torque of the worm shaft.
Turn the steering gear from one
extreme position to the opposite po-
sition, counting the number of turns.
Turn bock one-half the total number
of turns. This places the steering gear
on the "high" point or straight-ahead
position (total number of turns should
be 6.14).
With Torque Wrench W-297 on the
pitman shaft, tighten the lash adjuster
screw until the torque registered is less
than 18 Inch Pounds. Make sure the
torque does not exceed this value over
the center range. Tighten the nut on the
adjuster screw 18 to 27 Foot Pounds.
Recheck torque.
Installation of Steering Gear
(LHD)
Install the flexible coupling on the
splines of the worm shaft, with the
point of the coupling at the mark on
the worm shaft as shown in Figure 14.
STEERING
FIGURE 14- Flexible Coupling and
Worm Shaft Alignment Points (LHO)
NOTE: The hydraulic operated steer-
ing gear has a flat spat on the worm
sha ft which matches the flat spot in the
flexible coupling.
Secure the flexible coupling to the
shaft by installing the socket screw.
With the steering gear adjusted and
the flexible coupling installed on the
shaft, position the gear on the flange
of the steering shoft. Make sure the
larger of the two pins on the coupling
fits in the larger of the two holes in the
steering shoft flange. Secure the flexi-
ble coupling to the flange with two
nuts. Tighten the nuts 15 to 20 Foot
Pounds.
Position the steering gear against the
side frame roil; secure with three bolts.
Check the steering column align-
ment and adjust if necessary.
Install pitman steering arm on pit-
ma n shaft; secure with lock washer
and nut. Tighten nut 110 to 140 Foot
Pounds.
AHach steering arm to connecting
rod.
After the gear is installed in the
vehicle, it may have a slight roughness.
Run through 10 to 15 complete turn
cycles to eliminate any roughness.
STEERING GEAR SERVICE
(NON-POWER) RIGHT-HAND-
DRIVE VEHICLES
Removal of Steering Gear
Disconnect the steering gear from the
steering column by removing the flexi-
ble coupling to gear allen head clamp-
ing screw.
Disconnect the connecting rod from
the steering arm.
Remove the three bolts attaching the
steering gear to frame. Remove steer-
ing gear by sliding it slightly forward
and to the right and lifting it out of the
engine compartment.
Disassembly of Steering Gear
(RHO)
Refer to Figures 15 a nd 16.
72521
FIGURE 15 - Steering Gear (RHO)
Clean the exterior of the steering
gear. Remove filler plug from the steer-
ing gear housing and drain lubricant
from the gear.
Make index marks on the roller gear
and shaft assembly and on the steer-
ing arm to assure correct alignment
during assembly. Remove nut and lock-
washer from the shaft. Remove arm
from the shaft with a steering arm
puller or gear puller.
CAUTION: Do not use a hammer or
wedge to remove the steering arm from
the roller gear and shaft assembly. This
will damage the gear and shaft assem-
bly.
With o fine file or piece of emery
cloth, remove any nicks or burrs from
the exposed portions of the roller gear
and shaft assembly and from the worm
gear and shaft assembly.
Remove four aHaching cop screws,
side cover, and gasket from the steer-
ing gear housing. When the cover is
removed, the aHached roller gear and
shaft assembly will also be withdrawn
from the housing.
Remove lock nut from the adjust-
ment screw. Turn screw clockwise until
it is completely unthreaded from the
side cover; then remove the roller gear
and shaft assembly from the cover.

Oil*~~"-~~- -~Mm
'fl~t a-::-.,..,"'" .......
~ ~~
Upper
f\ ~ ':> 0 ~~ N~le S.Oring
1
\J ~ Roller Gear and Shaft Assembly
Needle Bearing
FiD Plug Side Cover Worm Gear and Shaft Assembly
FIGURE 16- Steering Gear (RHO)
Remove four attaching cap screws
and the end cover from the steering
gear housing. Withdraw worm gear
and shaft assembly from the housing.
Remove lower and upper bearing cups
and ball bearings from the shaft.
Remove worm gear shaft oil seal and
roller gear shaft oil seal from the hous-
ing. Discord both seals.
Clean all ports with suitable clean-
ing solvent and wipe dry.
Inspect the steering gear housing
for cracks, breaks, leaks, or other dam-
age. Replace if damaged.
Inspect the roller gear and shaft as-
sembly visually for wear, scoring, or
pitting. If necessary, polish lightly with
o fine abrasive cloth. Inspect the roller
gear to assure that it has proper free-
dom of movement and lacks excessive
Josh or roughness Replace gear and
shaft assembly if visibly worn or dam-
aged.
Check adjustment screw of the roller
geor and shaft assembly for excessive
end play. If end ploy exceeds 015",
remove the retaining ring, thrust
washer, and screw from the gear and
shaft assembly. Replace the retaining
ring if unserviceable. Secure a new
ad justment screw and thrust washer in
11e gear and shaft assembly with a
retaining ring.
Inspect needle bearings, which corry
roller gear and shaft assembly, in the
side cover and the steering gear hous-
ing. Replace if visibly worn or dam-
aged. Insert o shaft through each bear-
ing and check for clearance. If clear-
once exceeds .010", replace bearings.
To remove either needle bearing,
press out with o piloted mandrel. To
install o new needle bearing, press
the bearing into the side cover or steer-
ing gear housing with o piloted man-
drel so that the face of the bearing is
flush with the bearing bass of the
STEERING
Bearing/.u
~
_ ;ower Ball Bearing
~ ~~K-J
~@
Spaatr
l ower ...
D-
f
/%i
arong C up ~ (f/j
A.J'
End Cover tnln
cover or housing.
Inspect the worm gear and shaft
assembly visually for wear, scoring, or
pitting. If necessary, polish lightly with
a fine abrasive cloth. Replace assem-
bly if it is visibly worn or damaged.
Inspect upper and lower boll bear-
ings and cups of the worm gear and
shaft assembly for wear and damage.
Replace if visibly worn or damaged.
NOTE: Bearing balls must be replaced
as a full set in each bearing.
Assembly of Steering Gear
(RHO)
Position new oil seals at the worm
gear shaft and roller gear shaft oil
seal bores of the steering gear hous-
ing with the longer lip of each seal
facing into the housing. Press each
seal into the housing with a mandrel of
suitable diameter to touch seal bore of
the housing around its entire perimeter.
lubricate worm gear and shaft as-
sembly ond the upper boll bearing and
cup with Gear lubricant Mll-l-21058,
Grode SAE 80. Install bearing and cup
on the shaft. Install shaft assembly in
the steering gear housing. Be certain
that the splined end of the shaft does
not damage the oil seal.
lubricate lower end of the worm
gear and shaft assembly and the
lower boll bearing and cup with Gear
lubricant Mll-l-21058, Grode SAE 80.
Install bearing, cup, ond spacer on
the shaft. Position shims and end cover
to the steering gear housing; attach
loosely with four cop screws. Adjust
bearing preload.
Position topped hole of the side
cover to the adjustment screw of the
roller gear and shaft assembly. Thread
screw counterclockwise into the cover
until the end of the shaft just touches
the inner face of the cover. Install o
11-11
lock nut loosely on the adjustment
screw.
Install o new gasket an the side
cover. lubricate gear of the roller
gear and shaft assembly with Gear
lubricant Mll-l-21058, Grade SAE 80.
Insert gear and shaft assembly into the
steering gear housing. Be certain that
"t
the end of the shaft does not damage
oil seal in the housing. Roller gear and
worm gear must mesh to seat the side
cover to the housing. Secure cover to
the housing with four cap screws.
Torque cap screws 18 to 22 Foot
Pounds. Adjust gear clearance.
Clamp exposed section of the roller
gear and shaft assembly firmly in a
soft-jaw vise. Observe index marks
mode during disassembly and position
steering arm to splined end of the
shaft. Install Jockwosher and nut on
shaft threads; tighten nut to draw
arm into position on the spline.
Fill steering gear housing to the
required level with Gear lubricant
M ll-l-21058, Grode SAE 80.
Steering Gear Bearing Preload
Adjustment (RHO)
This steering gear adjustment deter-
mines preload applied to upper and
lower boll bearings which support the
worm gear and shaft assembly. It is
mode by adding to or subtracting from
the number of shims between the steer-
ing gear housing ond end cover.
If necessary, loosen four cop screws
which fasten the end cover to the
steering gear housing. Refer to Figure
16.
Alternately tighten cop screws
evenly, but only slightly at a time, and
rotate the worm gear shaft. Torque
screws 18 to 22 Foot Pounds.
Check rolling torque required to ro-
tate the worm gear shaft. When bear-
ing preload is correct, this torque will
be 2 to 5 Inch Pounds. If necessary,
remove cop screws and end cover.
Either odd to or subtract from the num-
ber of shims, and repeat the above
procedure to obtain correct bearing
preload.
Steering Gear Clearance
Adjustment (RHO)
This steering gear ad justment sets
proper backlash between the worm
gear and the roller gear of the steer-
ing gear assembly. It prevents gear
11-12
wear, which would result from insuffi-
cient backlash, and steering play, which
would result from excessive backlash.
Gear backlash is adjusted by an ad-
justment screw which determines the
longitudinal position of the roller gear
and shaft assembly.
If necessary, loosen lock nut and
turn the adjustment screw at the side
cover counterclockwise until the worm
gear shaft turns freely throughout its
entire range of travel. See Figure 16.
Count the number of turns necessary
to rotate the worm gear shaft through
its entire range of travel. Turn shaft to
center of its travel. Rotate shaft bock
and forth through its center of travel,
and tighten the adjustment screw until
the shaft shows slight bind at the
center of its travel. Adjust screw to
obtain a rolling torque requirement of
7 to 12 Inch Pounds to rotate shaft
through the center of travel. Hold ad-
justment screw in position and torque
lock nut 16 to 20 Foot Pounds.
Recheck rolling torque necessary to
rotate worm gear shaft through the
center of its travel. If necessary, repeat
the above procedure until this valve
of rolling torque is correct.
STEERING W HEEL SERVICE
Steering Wheel Removal
Refer to Figure 21.
Carefullly remove the horn cap from
the housing slot in the lower end and
disconnect the horn wire located inside
the steering wheel from the switch.
Remove three attaching screws in the
wheel cavity. Remove housing, three
insulators, and switch.
Remove steering wheel nut.
Scribe a line mark on steering wheel
and steering shaft and install Puller
C-3428-B. Remove steering wheel and
spring as shown in Figure 17.
Steering Wheel Insta llation
Refer to Figure 18.
Install steering wheel and spring on
shaft. Align scribe marks on shaft and
hub of wheel as shown in Figure 18.
Install steering wheel nut and tighten
to specified torque.
Position insulators to horn housing
and switch. Install in steering wheel
cavity. Secure with three screws.
Connect the horn wires to horn
switch and install horn cap. Test horn.
STEERING
Tool C-3428-B 72522
FIGURE 17 - Steering Wheel Remova l
72523
FIG URE 18 - Steering Wheel a nd
Shaft Alignment
STEERING COLUMN SERVICE
CJ-5/CJ-6 and Commando
Steering Column Removal
Disconnect the steering column wir-
ing connector from the wiring harness
located underneath the instrument
(dash) ponel. Disconnect 4-way flasher
leads.
NOTE: The steering wheel does not
have to be removed to remove the
steering column.
Disconnect steering column from
steering gear.
Disconnect steering column lower
mounting brocket from floor pan.
Remove bolts and washers securing
steering column U-clamp to instrument
panel and brake support bracket. Pull
column out of floor pan and remove.
Steering U-Joint Coupling
CJ-5/CJ-6 and Commando are
equipped with a Saginaw steering
gear and use a two-piece steering
shaft with the sections connected by
U-joint couplings. The upper U-joint
connecting the intermediate and steer-
ing column shafts, is non-repairable
and must be replaced with a new U-
joint assembly when faulty. The lower
U-joint coupling has a single spring
which is placed between two bearing
blocks, tending to spread them port
and automatically take up the wear.
When servicing the lower U-joint coup-
ling the following procedure should be
followed.
Disassembly
Disconnect the lower U-joint coupling
at the steering gear output shaft by
removing the pinch bolt and clamp.
loosen clamp holding U-joint coup-
ling cover to lower shaft and remove
U-joint coupling cover.
Remove spring clip from cover and
carefully remove cover from steering
shaft. Use caution to avoid loss of small
parts inside cover.
NOTE: Use extreme caution to pre-
vent damage to bearing surfaces of the
pin.
Remoye steering shaft pivot pin
bearing blocks and wave washers.
Inspection
Carefully inspect all parts for signs
of wear. If pivot pin in steering shaft
is not serviceable, steering shaft must
be removed and replaced with a new
steering shaft-pin assembly.
Assembly
Install coupling cover on lower shaft,
aligning slot in clamp with mark on
shaft. Install clomp bolt and tighten.
Refer to Figure 19.
With steering shaft installed, place
bearing blocks with wave washers in
place over each end of pivot pin after
first lubricating pin with chassis grease.
Place retainer over end of shaft.
lubricate inside of housing with
chassis grease and carefully position
over pivot pin.
Position retainer and boot in hous-
ing and install spring slip.
Connect lower U-joint and shaft to
the steering gear output shaft. Install
clamp pinch bolt and tighten.
Steering Column Disassembly
Refer to Figure 21.

line Mark on Manual Gear lower (Pot) U-Joint
TOP VIEW
Upper U-Joint Assembly
VIEW "A"
FIGURE 19 - Steering Gear-to-Steering Wheel Alignment
Remove steering wheeL
Remove the center steering shaft
from the steering column and the shaft
spacer from the flange housing.
Remove the turn signal switch center
screw from inside the flange housing
and remove turn signal rod.
Remove screws attaching turn signal
switch to flange housing_ Remove
switch.
Remove four-way flasher switch qnd
harness.
Remove screws securing horn wire to
contact flange plate.
Disconnect lead terminals from the
steering column harness connector.
Remove directional signal switch,
horn contact plate and wiring harness
from steering column.
Remove bolts securing housing
flange and remove housing.
Remove the lower nylon bearing at-
taching screws and remove bearing.
Inspect all parts for damage and
wear. Replace worn or damaged parts.
Steering Column Assembly
Insta ll the lower bearing and at-
taching screws.
Install the housing flange and at-
taching screws.
Install the w iring harness, horn con-
tact plate and directional signal switch
into the column.
Connect the lead terminals to the
harness connector. Attach horn wire
STEERING
\
SIDE VIEW l71178
to contact flange plate.
Install four-way flasher switch and
harness.
Install directional signal rod and
center directional signal switch retain-
ing screw.
Attach the center steering shaft to
the steering column and shaft spacer
to the flange housing.
Install steering wheeL
Steering Column Installation
Insert steering column assembly
downward, through firewall of vehicle.
Position steering column assembly
and install, but do not tighten, steer-
ing column upper clomp and lower
support brocket. Hold steering column
assembly in place against instrument
panel and turn steering shaft slowly
several times to center the column and
correctly position the steering shaft
flange. Tighten lower support assem-
bly and position sea( fo firewall, fhen
tighten upper steering column clomp
to steering column. Fasten steering
shaft to steering gearbox.
Connect horn wire to chassis wiring
harness, and turn signal connectors to
turn signal sheathed cable, then con-
nect flasher lamp leads.
Steering Column Adjustments
Check the gap between the upper
steering column housing and the steer-
11-13
ing wheel hub. To adjust gop, loosen
the steering column shaft clamp (lo-
cated above the coupling) and turn
the steering column shaft upward or
downward as necessary until a gap
deoronce of 1 /t 6 " to 3/ 3 2" is obtained.
Tighten clamp.
STEERING COLUMN SERVICE
Wagoneer and Truck
Steering U-Joint Coupling
The steering shaft is of two-piece
construction w ith the sections connected
by a U-joint coupling. The U-joint
coupling has a single spring which is
placed between two bearing blocks,
tending to spread them aport and
automatically take up the wear. When
servicing the U-joint coupling the fol-
low ing procedure should be followed.
Disassembly
Disconnect the lower steering shaft
coupling at the steering gear by re-
moving the two nuts, bolts and lock-
washers.
Loosen clomp holding U-joint coup-
ling cover to lower shaft and remove
U-joint coupling cover.
Remove spring clip from cover and
carefully remove cover from steering
shaft. Use caution to avoid loss of small
parts inside cover.
NOTE: Use extreme caution to pre-
vent damage to bearing surfaces of the
pin.
Remove steering shaft pivot pin
bearing blocks and wove washers.
Inspection
Carefully inspect all parts for signs
of wear. If pivot pin in steering shaft is
not serviceable, steering shaft must be
removed and replaced with a new
steering shaft-pin assembly.
Assembly
Install coupling cover on lower shaft,
aligning slot in clomp w ith mark on
shaft. Install clamp bolt and tighten.
With steering shaft insta lled, place
bearing blocks with wove washers in
place over each end of pivot pin after
first lubricating pin with chassis grease.
Place retainer over end of shaft.
Lubricate inside of housing with
11-14
chassis grease and carefully position
over pivot pin.
Position retainer and boot in hous-
ing and install spring clip.
Connect lower shaft and flange to
the flexible coupling attached to the
steering gear. Install two bolts and
tighten.
Steering Column Removal
If applicable, remove the cotter keys
and washers from the shift rods. Re-
move the rods from the shift arms at
the lower end of the steering column.
Remove the flexible coupling to
steering shaft bolts.
NOTE: The upper steering shaft is
separated at the U-joint coupling by
loosening or removing the U-joint coup-
ling-to-lower shaft clomp. Refer to Fig-
ure 21.
Disconnect the steering column wir-
ing connectors from the wiring harness
underneath the instrument panel. Dis-
connect the back-up switch wire on
vehicles so equipped.
Fold the floor mot back and loosen
seven steering column toe board cover
plate attaching screws.
Remove toe board from lower col-
umn clomp by removing the two at-
taching bolts.
Remove upper steering column
clomp attaching bolts underneath in-
strument panel, and remove steering
column with lower column clomp and
gasket, upper steering column clomp,
and steering shaft and flange at-
tached.
Steering Column Disassembly
- Wagoneer a nd Truck
After the steering column is removed
from the vehicle, remove the center
steering shaft from the steering column
and the shaft spacer from the flange
housing.
Remove the turn signal switch center
screw inside the flange housing and re-
move turn signal rod.
Remove the two screws attaching the
turn signal switch to the flange hous-
ing.
Disconnect horn wire contact and
plate. Remove the hazzord warning
light switch button and wiring harness.
NOTE: To aid in assembly of the
steering column, drill o 1 / 16" hole in the
STEERING
center lever tube ot one of the bock-up
switch screw mounting holes in the
center of the outer column tube, os
shown in Figure 20.
FIGURE 20 - Drilling Hole in Steering
Column
Disconnect the terminals from the
steering column harness connector.
Remove pin attaching selector lever
to the selector lever housing.
Pull the flange housing free of the
column, guiding the column harness
out of the steering column. Remove
the springwasher from the flange.
Remove the selector lever housing.
Remove upper bearing spacer.
Remove inner shift tube assembly
ond felt washer.
Remove gear shift levers and spacer
from the steering column.
Disconnect the lower nylon bearing
attaching screws ond remove the bear-
ing.
Inspect all parts for damage and
wear and replace as necessary.
Steering Column -Assembly
Wagoneer and Truck
Install upper bearing spacer in steer-
ing column as shown in Figure 21.
Position shift tube into steering
column ond guide the tube through the
column. Position upper gear shift lever
and lever spacer onto shift tube, and
make certain that shift tube lower
spacer posses through the lower column
flange.
Raise shift tube slightly and position
lower gear shift lever. Move shift tube
as deep as possible into the column.
NOTE: If the 1 / 11" hole was drilled
into t~Je shift tube, align the shift tube
hole ond the steering column screw
hole ond hold the tube in position with
o suitable pin or 1{, drill. If this hole
wos not drilled ond the shift tube is
pushed into its deepest position in the
column, it should be held at the bearing
end with o poir of pliers while the shift
lever housing ond flange is being in-
stalled.
If the column harness was removed,
install the wiring in the column pas-
sage. Use a guide wire and tape the
end of the harness terminals and guide
the wires through the passage. Make
certain the wires are threaded into
the column flange and shift lever hous-
ing before they are run through the
column.
Position the shift lever housing on
the column and on shift tube.
Position the spring washer on to shift
lever housing.
Install the flange by first installing
the two bolts, nuts, and washers loosely
in position on the flange. Then posi-
tion the flange on the column, aligning
the heads of the bolts in to the slots
in the steering column. With the flange
in this correct position, torque the two
nuts 45 to 55 Inch Pounds.
NOTE: The 1{ 1G assembly pins used in
the column con be removed now.
Position the lower column nylon
bearing in lower end of steering col-
umn with screws.
Position the selector lever and secure
with pin.
Position and secure turn signal and
hozzord warning lever and switch.
Install horn wire contact and plate.
Install steering shaft and upper shaft
spacer.
Connect flexible coupling to steer-
ing shaft.
If electrical harness was removed,
replace terminals into connector in the
same position as removed.
Steering Column Installation
Install upper end of lower shaft to
the upper U-joint coupling. The split in
the upper coupling clamp must be
aligned to the mark on the upper end
of the lower shaft to maintain steering
wheel centering with steering gear hi-
point. Secure attachment by tightening
the upper coupling clomp. Install lower
steering shaft and lower coupling as-
sembly by connecting lower coupling
to wormshaft with the cast pointer on
the coupling aligned with the mark on
the worm shaft as shown in Figure 14.
Secure coupling by installing two bolts,
nuts and lockwashers.
Install the lower toe pan cover plate

' (5o(i)
FIGURE 21 - Steering Column Assemb ly Sequence - W agoneer a nd Truck
bolts.
Check steering column alignment
and adjustments.
Connect steering column connector
into electrical harness. Attach back-up
switch wire.
Install shift rods into shift arms and
secure with cotter keys.
Steering Column Adjustments
Refer to Figure 23.
With the steering column, shaft, and
U-joint coupling installed, and the front
wheels set straight ahead, check po-
sition of mark on wormshaft designat-
ing steering gear high point. This mark
should be at the top side of the shaft
at 12 o'clock position and lined up with
the mark in the flexible coupling lower
clamp as shown in Figure 22. If this
alignment is correct, check the align-
ment of mark on upper end of lower
steering shaft with saw cut in U-joint
coupling. With the steering wheel in-
stalled be certain aligning mark on
steering shaft matches with mark on
steering wheel hub as shown in Figure
18.
Rotate lower bearing adjusting screw
up ramp slot to obtain minimum end
play between washer and adapter with
stack up of shift levers and spacer
together toward upper end of column.
Shift levers must rotate freely after
adjustment. Tighten the two adjust-
ment screws. Refer to Figure 23.
STEERING
6 ~-~
Flexible Coupling Lower Shaft and Flange
~tiL~
~
l72180
FIGURE 22 - Steering Shaft A lignment
Marks
Lower Bearing
Adjustment Screw
FIGURE 23 - Steering Column Adjustments
To assure proper U-joint coupling
positioning, measure along side of the
steering column and check dimension
from bottom of column to the firewall
face. The correct dimension is 3 1 ~/,e"
for Wagoneers and 4~" for Trucks.
Refer to Figure 23.
Should adjustment be necessary
loosen steering column clamps and
move column up or down until the
proper measurement is obtained. Se-
11 -15
Ll2179
cure steering column by tightening oil
clamps.
Check the gap between the upper
steering column housing and the steer-
ing wheel hub. To adjust gap loosen
the steering column shaft clamp (lo-
cated above the U-joint coupling) and
pull the steering column shaft upward.
The proper clearance is 1/ 1 / ' to 3 / 3 2"-
l72181
Refer to Figure 23. Tighten clamp when
the proper gop is obtained.
POWER STEERING
Vehicles equipped with optional
power steering employ o power steer-
ing system which consists of o mechani-
cal steering gear with on integral
steering valve and power cylinder, and
a hydraulic pump. The engine-driven
11-16
hydraulic pump circulates the oil from
its integral reservoir through the pres-
sure and return hoses, which run be-
tween the valve and the pump. The
valve, in response to right or left turn,
directs the oil to the integral power
cylinder which operates the pitman
arm shaft to cause steering. This o il
under pressure is directed to either end
of the power cylinder, where it builds
up force to reduce the effort required
at the steering wheel. The rotary
valve gives a smooth transition through
the range of wheel effort and allows
the driver to retain the road feel neces-
sary for effortless driving.
Under normal driving conditions, the
steering wheel effort will range from
one pound to two pounds. The hy-
draulic o il pressure in the power cylin-
der should not exceed 100 psi. and the
pressure for turning corners will not
exceed 400 psi. Parking pressure, the
most d ifficult of turning conditions,
ranges from 900 psi. to 1050 psi., de-
pending upon the roadbed conditions.
PRINCIPLES OF OPERATION
Hydraulic Pressure Supply
The hydraulic pressure system is pro-
vided by a hydraulic roll-type pump
with integral fluid reservoir mounted
on a brocket at the left-front of the
engine. The pump is driven by a single
V-belt which utilizes the front sheave of
the crankshaft pulley. When the en-
gine is idling, the minimum output of
the pump is high enough to provide
the necessary power assist to turn the
front wheels.
The hydraulic pump consists of a
pulley-driven shaft and carrier which
drives rollers around the internal d i-
ameter of an eccentric body. The ports,
as they rotate, form pockets which in-
crease and decrease in size as the
shaft rotates. When the pocket is large,
it fills with hydraulic fluid at the intake
side of the pump. This flu id is trapped
within the pocket by the roller. As the
shaft rotates and this pocket becomes
smaller, the excess fluid is forced
out, under pressure, ot the discharge
side of the pump. When the steering
geor is not being operated, this fluid
is circulated through the steering gear
and is ported back to the reservoir,
which is on integral part of the pump.
When the steering geor is operated,
STEERING
the hyd raulic fluid is ported in the valve. It is then regulated throughout
d irection necessary to force the piston the geor housing depending on the d i-
in the steering gear in the d irection rection of the turn. The spool is held in
necessary to achieve the correct steer- neutral position by means of a torsion
ing a id. bar. Turning of the torsion bar allows
A flow control and relief valve con- the spool to displace in relation to the
trols the pressure of the fluid dis- valve body, operating the valve.
charged by the pump. This spring
loaded valve maintains pressure at the Center Position Operation
level required to operate the steering
Refer to Figure 24.
system. When engine speed is high
Pitman Arm Shaft Steering G.or Houslng
and the pump supplies more hydraulic
Worm Shaft
fluid than is necessary to operate the Rock Pislon Nut
Return
steering system, the valve allows excess Oil
oil to recirculate to the reservoir. Passage
The pump is mounted on a bracket
provided with slotted mounting holes.
This permits the pump to be mounted
closer to or farther away from the
drive pulley on the crankshaft. Adjust-
ing the position of the pump adjusts the A. STRAIGHT AHEAD POSITION
tension of the pump drive belt. Valve BOdy
Valve Spool
Power Steering Gear
The steering gear is o low friction,
high efficiency, recirculating boll sys-
tem in which steel bolls oct as a roll-
ing thread between the steering worm 6. RIGHT TURN
and rock-piston nut. As the steering
shaft and worm ore rotated, the rock-
piston nut raises and lowers, importing
this movement to the pinion of the pit-
man shaft. The pitman shaft mounts the
pitman a rm which transfers the move-
ment to the steering linkage. The steer-
C. l~FT TURN 1.72182
ing shaft is connected to the steering
gear through o flexible coupling at- FIGURE 24- Hydraulic Steering
tached to the steering shaft flanges.
Gear - Flow Diagram
The flexible coupling minimizes shocks,
vibrations, and hydraulic noises, and
Oil pressure from the pump posses
lessens the possibility of rood noise
through the open-center valve and
coming up through the steering column.
bock to the pump reservoir without
The geor ratio for this steering unit is
traveling through the power cylinder.
17.5:1. The steering valve, power pis-
This open-center position of the valve
ton, and cylinder ore integral with the
reduces pump losses to a minimum. The
steering gear.
valve is in the operK:enter positi~n at
oil times except when steering. The
Steering Valve
power cylinder is a lways full of oil,
Steering valve is contained in the which ads os o cushion to absorb
gear housing, thus eliminating need of rood shocks so that they ore not trans-
bolts and seals to attach a separate ferred to the driver. In addition, this
valve housing. It is o four-way, three- oil lubricates all the internal compo-
position, open-center, rotary type nents of the gear making it unneces-
valve. All oil passages ore internal sary to lubricate at any time.
within the gear except for pressure
and return hoses which connect the
Right Turn Operation
pump and valve. The movement of the
spool opens the valve ports, and the Refer to Figure 24.
flu id coming through the pressure hose The right-turn operation of the steer-
from the pump is directed through the ing gear is shown in B. Due to the re-

sistonce to turning between the front
wheels and the roadbed, the torsion
bar is deflected, changing the relation-
ship between the spool grooves and the
valve body grooves with each other.
The right turn grooves of the spool are
dosed off from the return grooves
and opened more to the pressure
grooves. The left turn grooves of the
spool ore closed off from the pressure
grooves and opened more to the
return grooves. This causes the oil to
flow into the lower half of the pressure
cylinder and force the rack-piston nut
upward. As the rack-piston nut moves
upward, it applies turning effort to the
pitman shaft. The oil in the upper end
of the cylinder is simultaneously forced
out through the valve and back to the
pump reservoir. The higher the resis-
tance to turning between the roadbed
and the car front wheels, the more the
valve spool is displaced, and the
higher the oil pressure on the lower
end of the rack-piston nut. Since the
amount of valve displacement and,
consequently, the amount of hydraulic
pressure built in the cylinder is depen-
dent upon the resistance to turning, the
driver is assured of the proper amount
of smooth hydraulic assistance at all
times.
The instant the driver stops applying
steering effort to the steering wheel,
the valve is forced back into its neutral
position by the torsion bar. When this
happens, the oil pressure is again
equal on both sides of the rack-piston
nut and the steering geometry of the
cor causes the wheels to return to the
straight-ahead position.
left Turn Operation
Refer to Figure 24.
The left-turn operation of the steer-
ing gear is shown in C. The resistance
to turning of the front wheels causes
the torsion bar to deflect, changing the
relationship between the spool grooves
and the valve body grooves with each
other. The grooves are reversed from
the right turn position and change the
flow of oil into the upper end of the
pressure cylinder forcing the rack-
piston nut downward and applying
turning effort to the pitman shaft. The
oil in the lower end of the cylinder is
now forced through the valve and
back to the pump reservoir. When the
driver stops applying steering effort to
STEERING
the steering wheel, the valve returns
to its neutral position and the steering
geometry causes the wheels to return
to the straight-ahead position.
System Operation Without
Pressure Supply
If for any reason the power system
should fail, the steering gear will
operate manually, giving the driver full
control of the vehicle. The steering
gear, in this condition, operates as a
typical ball-nut type manual steering
gear. Hydraulic fluid is bypassed
through the valve so that it does not
restrict the manual operation.
PERIODIC MAINTENANCE
Two items in a power steering system
require periodic maintenance. First, the
oil level in the power steering pump
reservoir must be checked and main-
tained. Refer to Maintenance Lubrica-
tion, Section B. Second, the power
steering drive belt tension must be
checked and maintained. Adjust the
belt tightness so that the tension is as
specified when measured with belt
tension gauge W-283. When using a
belt tension gauge, make sure gouge is
placed in the center of the longest belt
span. When checking notched belts,
make sure the middle finger of the
gauge is in the notched cavity of the
belt.
If a belt tension gouge is not avail-
able, adjust belt tension so that the
belt can be deflected a maximum of
!4 inch between pulleys.
To check the hydraulic level in the
steering pump reservoir, remove the
reservoir cover. Correct level is 1" from
the top. If necessary, odd DEXRON
automatic transmission fluid up to this
level. Start the engine and run it for
10 minutes. Do not turn the steering
wheel during this time. Raise the front
wheels from the floor and perform sev-
eral complete power-operated turns.
Do not hold the steering wheel at
maximum turn position or overheating
of the pump will occur.
Recheck and, if necessary, refill res-
ervoir to the required level. Inspect the
system for external leaks. Check the
fluid in the system for foam. A properly
bled system will not foam.
NOTE: Air bubbles circulating through
the pump will result in noise. Prevent
11-17
this condition by carefully bleeding the
system at time of assembly.
POWER STEERING GEAR
SERVICE
Hydraulic Steering Gear
Assembly Removal
Disconnect the hoses from the return
port and the pressure port. Raise
hoses above pump to prevent oil from
draining.
Remove the pinch bolt from the
lower flange.
Remove the pitman arm nut, lock-
washer, and pitman arm.
Remove the mounting bolts attach-
ing the steering gear assembly to the
vehicle's frame. Remove the steering
gear assembly.
Removal and Disassembly of
Pitman Gear Assembly and
Side Cover
Refer to Figure 25.
Place housing assembly on o holding
fixture or clomp rear portion of hous-
ing in o vise. Do not over-tighten the
vise. This will distort the housing as-
sembly. Place pitman shaft on center or
high spot.
NOTE: In most cases, complete dis-
assembly of the power steering unit will
not be necessary. It is suggested that
only those assemblies that are faulty be
disassembled. Disassembly and reassem-
bly of the unit and the sub-assemblies
must be mode on a clean work bench.
As in repairing any hydraulically oper-
ated unit, cleanliness is of utmost im-
portance. Therefore, the bench, tools,
and ports must be kept clean at all
times. Thoroughly clean the exterior of
the unit with o suitable solvent.
Drain out as much of the remaining
oil as possible.
Rotate the stub shaft torsion bar
until pitman shaft gear is in center
position and remove the side cover
retaining screws and lockwoshers. Top
the end of the pitman shaft with o
soft mallet; then slide the pitman shaft
out of the housing with the assembled
side cover.
Remove and discord the side cover
0 -ring seals. Hold the lash adjuster
with on allen wrench and remove the
lash adjuster nut as shown in Figure
11 -18 STEERING

- - - Side Cover

"0" Ring
Seol ----c::> Pitman Shaft

t t
~Ball Return Guide
Th rust
Bearing " 0 " Ring Thrust
lloclt-Up Seals
__.__ Bearing J !_.--'Bolls
j l Raclt-Pistan Nut

Seal
1

Thrust
Bearing
Valve Spool
Va lve Body
I "". ~:~~~
0
Worm
Rong Seal Races
~ ~~t~~~Ri~
O Bea ring "0 " Ring
Back-Up
Stub Sh aft Torsio n Ba r Assembly
0 Seol
0
0
0
FIGURE 25 - Hydraulic Steering Gear

26. Discard the nut. Screw the lash

ad juster out of the side cover by screw-
Single l ip Seol
ing the ad juster clockwise into pitman

l
shaft. Do not remove adjuster from pit- Retaining Ring
man shaft. Back Up Washer

ooio
Double Lip Seal _:..--

FIGURE 27 - Pitman Shaft Seal

7 ~27
72528

FIGURE 28 - Removal or Installation

housing with Tool J-6657. Drive the
of Adjuster Plug
bearing out of the housing, not into
the housing. Discord bearing.

Adjuster Plug Assembly-

7~26
FIGURE 26 - Removing lash Adjuster
locknut
Remove the p itman shaft seal retain-
ing ring, using internal snap ring
pliers C-3915. Remove the outer back-
up washer. Top the screwdriver be-
tween the outer seal and the inner
back-up washer and pry out the seal.
Refer to Figure 27.
Tap the screwdriver between the
inner seal and the shoulder in the gear
housing and pry out the seco nd seal.
Be careful not to damage the seal
bore. Discard seals.
Remove needle bearing from gear
Removal a nd Disassembly
Loosen adjuster plug locknut with
Wrench W-311.
Loosen ad juster plug assembly with
Tool W-315 as shown in Figure 28.
Hold stub shaft to keep it from turning
and screw out adjuster plug assembly.
Remove the thrust bearing retainer
with a screwdriver as shown in Figure
29, being careful not to score the
needle bearing bare. Discard the re-
tainer.
Remove thrust bearing spacer, thrust
bearing, and thrust bearing races. Re-
fer to Figure 25.
Remove adjuster plug 0-ring seal
and discord.
Remove stub shaft seal retainer ring
rn29
FIGURE 29 - Remova l of Thrust
Bearing Retainer
and stub shaft dust seal from the
ad juster plug.
Remove stub shaft seal by prying
out with screwdriver. Discord the seal.
If the ad juster plug needle bearing
rollers ore broken or pitted, drive the
bearing from the plug, using the Ad-
juster Plug Bearing Removal and In-
staller Tool J-6221. Discord the bear-
ing.

Valve Assembly - Removal and
Disassembly
Refer to Figure 25.
The complete valve assembly in each
rotary valve safety power steering gear
is o precision unit with selective fitted
ports and is hydraulically balanced
at assembly. Only those ports which
ore marked as service items ore re-
ploceoble and interchangeable. No
other valve ports ore individually in-
terchangeable. If replacement of any
nonserviceable valve port is necessary,
the rotary valve assembly should be re-
placed completely.
NOTE: It is very uncommon to make
any service repairs of the valve assem-
bly with the possible exception of the
valve spool damper 0-ring. Do not
disassemble the valve unless absolutely
necessary since this may result in dam-
aging the assembly. If the valve spool
damper 0-ring requires replacement,
remove the valve spool only, replace
the 0-ring, and reinstall the spool im-
mediately. Do not disassemble farther
unless it is absolutely necessary. If dis-
assembly is required, preceed as fol-
lows:
Remove valve and stub shaft torsion
bar, as on assembly, from gear by
grasping stub shaft torsion bar and
pulling out.
Remove cop to worn "0" ring seal
and discord.
Hold valve assembly in both hands
with stub shaft pointing down. lightly
top the stub shaft against bench until
the shaft cop is free from valve body
(Fig. 30).
FIGURE 30 - Tepping Torsion Bar to
Remove Valve Cap
STEERING
Pull the shaft assembly until the
shaft cop clears the valve body ap-
proximately }'4 ".
CAUTION: Do not pull the shaft as-
sembly out too for or the spool valve
may become cocked in the valve body.
Carefully disengage the shaft pin
from valve spool and remove the shaft
assembly.
Push the spool valve out of the
flush end of the valve body, while
rotating the valve. If the valve be-
comes cocked, carefully realign the
valve, then remove.
Remove the dampener "0" ring
from the spool valve and discard.
Carefully cut valve rings and ring
bock-up seals. Remove and discord,
providing the rings show evidence of
excessive wear. The valve rings ore
mode of filled teflon, and it is very
unusual that replacement is required.
Rack-Piston and Worm Shaft
Removal and Disassembly
Rotate the end plug retainer ring
so that one end of the ring is over the
hole in the housing. Spring the end
of ring with a punch inserted through
the hole to allow the screwdriver to be
inserted to lift ring out as shown in
Figure 31.
seal. Remove from rock-piston nut and
FIGURE 31- Removing End Plug
Retaining Ring
Rotate stub shaft torsion bar with
~" box end of socket wrench to the
extreme left-turn position to force the
end out of the housing.
CAUTION: Do not rotate farther than
necessary or the bolls from the rack
and worm assembly will fall off the
end of the worm.
Remove and discord housing end
plug 0-ring seal.
Remove rock-piston end plug by
inserting o Y2" drive socket extension
11-19
into the square hole in the plug and
turning counterclockwise. This con be
done only with the pitman shaft in
place.
Using the pitman arm shaft Rock-
Piston Boll Retainer Arbor Tool J-7539-
01, remove rock-piston nut as shown in
Figure 32. Rotate stub shaft torsion
bar to left to force rock-piston nut onto
the arbor. Remove rock-piston nut from
gear housing.
rn:n
FIGURE 32- Using Arbor Tool to
Remove Rock-Piston Nut
NOTE: The arbor prevents balls from
falling out of the rock-piston nut. After
removing the rack-piston nut, place it on
the workbench with the ring end toward
the bench. Keep the arbor tool inserted
in the rack-piston nut.
Remove valve assembly (See Valve
Assembly Removal in preceding para-
graph).
Remove worm, lower thrust bearing,
and races.
Cut piston ring and 0-ring bock-up
discord.
Remove screw and lockwosher as-
semblies from rock-piston nut with
screwdriver.
Remove return guide clomp.
Place the assembly on a clean cloth,
and remove boll return guides and
arbor to release the balls. Make sure
all of the bolls ore caught on the
cloth.
POWER STEERING GEAR
INSPECTION AND REPAIR
Housing Inspection
Inspect the housing bore. If it is
badly scored or worn, the housing must
be replaced.
Check the hose connectors. If they
ore damaged, scored, or brinelled, re-
move them by topping with a 5 / 16"-18
thread top as shown in Fig. 33. Thread
o bolt, with a nut and flat washer at-
tached, into the threaded connectors.
Hold the bolt and rotate the nut from
11 -20
the bolt to pull the connectors as
shown in Figure 34. If it is necessary
to remove the poppet valve from the
pressure port, use a No. 5 screw ex-
tractor. Drive a new connector into the
connector port with Connector Installa-
tion Tool J-6217 as shown in Figure 35.
After installing the connector, depress
the poppet valve with a pencil point.
The poppet valve must spring bock
when the pencil is removed.
FIGURE 33 - Threading Connector
with Thread Tap
nsJA
FIGURE 34 - Using Puller Screw to
Remove Connector
Inspect all seal surfaces and re-
taining ring grooves for defects. Re-
place housing if defective.
Inspect the boll plug in the housing.
If it is leaking or if the ball is raised
above the housing surface, drive it in
so that it is flush with or to 1{ 18" below
the surface. Tighten the boll by stoking
the housing. If this does not stop leak-
age, replace the housing.
Inspection and Repair of Rack-
Pisto n Nut, Worm, a nd Ba lls
Inspect the worm shaft for wear,
scoring, pitting, distortion, nicked
threads, or other damage.
Inspect the rock-piston nut for
scored, pitted, or nicked boll races.
Inspect the exterior diameter of the
STEERING
FIG URE 35 - Driving in Connector
nut for wear or scoring. Make sure
the seal seats ore clean and free
from burrs or damage. Inspect the rack
teeth for chips, crocks, dents, or other
damage. If either the worm shaft or
the rock-piston ore damaged, both
must be replaced as a matched set.
Carefully inspect each of the bolls
for dents, nicks, out-of-roundness,
flaking, or other damage. lash or
heavy load con be corrected in some
cases by replacing the standard balls
with a larger or smaller size. Block
bolls need not be replaced unless they
ore defective.
Inspect boll return guides, making
sure that the ends, where the bolls
enter and leave the guides, are not
damaged.
Inspect lower thrust bearing and
races for wear or scoring. Replace if
damaged.
Inspection and Repair of Valve
Parts
If the valve assembly leaks exter-
nally between the torsion bar and stub
shaft, the entire assembly must be
replaced.
Check the pin in the valve body
which engages the cop. If it is badly
damaged, the entire valve assembly
must be replaced.
Check the worm pin groove in the
valve body. If the smaller groove is
damaged, the entire valve assembly
must be replaced.
Check the spool drive pin in the stub
shaft. If it is worn badly, cracked or
broken, the entire valve assembly must
be replaced.
Examine the spool 0.0. for nicks
and burrs. If any ore found, they may
be removed with a very fine hone. A
slight polishing is"normal on the valving
surfaces.
Examine the valve body I. D. for nicks
or burrs. If any are found, they con be
removed with light crocus cloth until
the spool turns freely in the body. Be
careful not to remove any stock from
the surface of the body. As on the
spool, a slight polishing is normal on
the volving surfaces.
Inspection and Repair of
Pitman Shaft, End Cover and
Bearings
Inspect the pitman shaft bushing in
the side cover for excessive wear or
scoring. If badly worn or scored, re-
place the side cover and bushing as-
sembly.
Check the pitman shaft sector teeth
and the bearing and seal surfaces. If
badly worn, pitted, or scored, replace
the pitman shaft gear assembly.
Inspect needle bearings for rough
or catching operation, scored or worn
rollers, distorted cases, or other dam-
age. Replace faulty needle bearings.
POWER STEERING GEAR
-ASSEMBLY
Assembly of Rack-Piston and
Worm Shaft
lubricate a new back-up 0-ring
seal with DEXRON automatic trans-
mission fluid. Assemble the seal in the
piston ring groove on rack-piston nut
as shown in Figure 36. Install new pis-
ton ring in the ring groove over the 0 -
ring seal by carefully slipping the
ring over the rack-piston. The ring may
be slightly loose after assembly. This is
normal and it will tighten when sub-
jected to the hot oil in the system.
FIGURE 36- Assembling Seal on
Rack-Pi.ston N ut
 STEERING 11-21

NOTE: Thoroughly lubricate all inter- Insert guides into the guide holes of
nal parts with DEXRON automatic trans- the rock-piston nut as shown in Figure
mission fluid during reassembly. Prevent 40. Guides should fit loosely.
entry of dirt into the assembly.
Insert the worm shaft into rock-piston
nut-to-bearing shoulder as shown in
Figure 37.

FIGURE 41- Checking Worm Shaft

FIGURE 37 - Inserting Worm Shaft
In Rock-Piston Nut
Align the boll return guide holes
with the worm groove. Load 16 bolls
into the guide hole nearest the piston
ring, while slowly rotating the worm
counterclockwise to feed the bolls
throvgh the circuit. Refer to Figure 38.
Alternate the block bolls with the
standard bolls.
FIGURE 38 - Inserting Bolls In
Rack-Piston Nut
fill one of the boll return guides with
the remaining 6 bolls. Place the other
guide over the bolls and plug ends
with heavy grease, as shown in Figure
39, to prevent the bolls from falling
out when installing the guide into the
rock piston nut.
FIGURE 39- Boll Return Guides
Plugged With Grease
FIGURE 40- Installing Boll Return
Guides in Rack-Piston Nut
Place return guide clomp over the
guides and install two screw and lock-
washer assemblies and tighten to 8 to
12 Foot Pounds.
The worm groove is ground with a
high point in the center. The preload
of the rock-piston nut and worm as-
sembly is measured when the rock-
piston nut posses over this high point
on the worm. Measuring this preload
is not ordinarily necessary and should
be done only when it is desired that
the preload be within factory speci-
fication of 1 to 4 Inch Pounds.
The preload con be measured by
lightly clamping the rock-piston nut in
a bench vise with soft jaws, and with
the worm pointing up. Do not dis-
tort the rock-piston nut by tightening
too heavily. Place valve assembly on
worm, engaging worm drive pin. Ro-
tate the worm until it extends 1 ~"
from the rock-piston nut to the thrust
bearing face. This is the center position.
Attach o torque wrench with %" 12-
point socket to the stub shaft as shown
in Figure 41. Oscillate the wrench
through o total ore of approximately
tiJ degrees in both d irections several
times and toke o reading. The highest
reading obtained should be between
1 and 4 Inch Pounds. If the reading
is too high or too low, disassemble and
reassemble, using the next size smaller
or larger standard bolls and recheck.
Remove the valve assembly from the
worm shaft.
NOTE: A rack-piston nut with a ball
size of 7 does not have a nvmber
stamp on the Rot svrface. For boll
sizes other than 7, the boll size is
Preload
stomped on the flat surface of the rock-
piston nut.
Turn rock-piston onto the a rbor.
Do not allow the arbor to separate
from the worm until the rock-piston nut
is fully on the arbor.
Valve Assembly- Assembly
Lubricate three valve ring bock-up
0-ring seals in DEXRON automatic
transmission fluid. Assemble in three
ring grooves on the valve body. As-
semble the valve rings in the ring
grooves over the 0-ring seals by core-
fully slipping the rings over the valve
body. Refer to Figure 42. The rings
may appear loose or twisted in the
grooves, but the heat of the o il after
assembly will cause them to tighten.
FIGURE 42 - Installing Valve Rings
on Valve Body
Install new valve spool damper 0-
ring seal in valve spool groove.
Lubricate the spool valve and valve
body with DEXRON automatic trans-
mission fluid, and slide spool valve into
valve body. Push the spool valve on
through the valve body until the shaft
pin hole is visible from the other end
(spool valve flush with shaft cop end
11-22
of valve body).
Carefully install the shaft assembly
into the spool valve until the shaft p in
con be placed into the spool valve.
Align the notch in the shaft cop
with the pin in the valve body and
press the spool valve and shaft as-
sembly into the valve body.
CAUTION: Make sure that the shaft
cop notch is mated with valve body pin
before installing valve body into gear
assembly.
lubricate a new cop-to-worm 0-ring
seal in DEXRON automatic transmission
fluid, and install it in the valve as-
sembly.
If, during the assembly of the valve,
the stub shaft and cop assembly ore
allowed to slip out of engagement
with the valve body pin, the spool will
be permitted to enter the valve body
too for. The damper 0-ring seal will
expond into the valve body oil grooves,
preventing withdrawal of the spool.
Attempt to withdraw the spool with
slight pull and much rotary motion. If
this does not free the spool after sev-
eral tires, make sure spool is free to
rotate; place valve body on a flat
surface with notched end up, and top
spool with wooden or plastic rod until
the 0-ring seal is cut and the spool con
be removed. Replace damper 0-ring
seal and proceed with assembly as be-
fore. Make sure any cut pieces of rub-
ber ore removed.
Assembly of Power Steering
Gear Subassemblies
Use Pitman Shaft Needle Bearing
Tool J-6657 to install the needle bear-
ing in the housing. Install the bearing
from the inside of the housing toward
the outside. Make sure the identifica-
tion end is toward the inside of the
gear and that the tool is placed
against the identification end during
installation. Press the bearing into the
housing until it clears the shoulder in
the gear housing by .030''.
lubricate new pitman shaft seals with
DEXRON automatic transmission fluid.
Install the single lip seal first, then the
bock-up washer. Refer to Figure 27.
Use Seal Seating Tool J-6219, as shown
in Figure 43, to seat the seal and
washer for enough to provide clear-
once for the second seal and bock-up
washer. Make sure thE! seal does not
STEERING
bottom in the counter-bore. Install the
double lip seal and second bock-up
washer. Again use Seal Seating Tool
J-6219. Make sure both seals ore in-
stalled with the lips toward the steer-
ing gear. Install the retaining ring.
FIGURE 45- Pushing Valve Assembly
Fully into Housing
adjuster plug by pressing from the
thrust bearing end of the ad juster plug
against the identification end of the
bearing, using Tool J-6621 as shown
in Fig. 46. The end of the bearing must
725~3
be flush with the bottom surface of the
FIGURE 43 - Seating Pitman Shaft
stub shaft seal bore.
Seal in Housing
Assemble the thrust bearings and
races on the worm of the assembled
worm and valve. Install the assembled
valve and worm in the housing as on
integral unit. Align the valve body
drive pin in the worm with the narrow
pin slot on the valve body. Insert the
valve assembly into the gear housing
as shown in Figure 44.
FIGURE 46 - Insta lling Needle
Bearing in Adjuster Plug
lubricate the new stub shaft seal
with DEXRON automatic transmission
fluid, and using Tool J-5188, as shown
FIGURE 44- Installing Valve in Figure 47, install for enough to pro-
Assembly in Housing vide clearance for the dust seal and
retaining ring. lubricate the new dust
seal with DEXRON automatic trans-
CAUTION: Do not push against the
mission fluid, and install with the rub-
stub shaft as this may cause the stub
ber surface outward. Install the retain-
shaft and cop to pull out of the valve
ing ring, making sure that the ring is
body, allowing the spool seal to slip
properly seated.
into the valve body oil grooves. The
lubricate the 0-ring seal with vase-
valve assembly should be pushed in by
fine and install on the ad juster plug.
pressing against the valve body with the
Assemble Iorge O.D. thrust bearing
finger tips as shown in Figure 45. Before
race, thrust bearing, small thrust bear-
assembling the adjuster plug assembly,
ing race, and thrust bearing spacer on
be sure the valve is properly seated.
adjuster plug. Do not flatten the dim-
The return hole in the gear housing
ples. The spacer should rotate freely
should be fully visible at this time.
after assembly. The radial location of
Install the needle bearing in the dimples is not important.

FIGURE 47 - Installing Stub Shaft
Seal in Adjuster Plug
Install lash adjuster nut on lash ad-
juster without tightening. Place Tool
J-6222 seal protector over the end of
stub shaft. Install adjuster plug assem-
bly in gear housing. Before adjusting
preload, tighten up the adjuster plug
snugly and bock Ys of a turn.
Measure the valve assembly drag.
Then turn the adjuster plug so that
preload is 1 to 3 Inch Pounds in excess
of valve assembly drag. Tighten the
locknut. Total thrust bearing adjust-
ment and seal drag must not exceed 8
Inch Pounds.
Install Ring Compression Tool J-8947
into the gear housing. Hold it tightly
against the shoulder in the housing. In-
sert the rack-piston nut into the hous-
ing until the arbor engages the worm.
Turn the stub shaft clockwise, drawing
the rock-piston nut into the housing.
When the piston ring is into the hous-
ing bore, the arbor may be withdrawn
from the rock-piston nut. Remove the
ring compressor tool. Move rock-piston
to center position.
Install a new rock-piston end plug
by inserting a ~" drive socket exten-
sion in the square hole of the plug.
Temporarily install the pitman shaft to
prevent the rack-piston nut from turn-
ing. Tighten the plug to 50 to 100 Foot
Pounds.
Lubricate the new housing end plug
0-ring with DEXRON automatic trans-
mission fluid and install in gear hous-
ing. Insert the end plug into the gear
STEERING
housing and seat against 0-ring seal.
Install the end plug retainer ring into
place with fingers. It is necessary to
install one end of the ring and work
the ring into the groove until seated.
Slight tapping may be required to se-
curely bottom the retainer ring in the
gear housing. When installed, one end
of the retaining ring must be ~" from
the hole in the body.
Assemble the side cover and bush-
ing assembly on the pitman shaft gear
assembly. Screw the lash adjuster
through the side cover until the side
cover bottoms on the pitman shaft; then
bock off ~ turn. Lubricate the new
side cover 0-ring seal and install in
the groove in the face of the side
cover. Hold the 0-ring in place with
grease.
Turn the stub shaft as necessary un-
til the middle rack groove is aligned
with the center of the pitman shaft
needle bearing. Install the pitman
shaft gear so that the center tooth in
the sector meshes with the center
groove of the rock-piston. Make sure
that the side cover 0-ring is in place
before pushing the side cover down on
the gear housing.
Install the side cover screws and
lockwoshers and tighten to 30 to 35
Foot Pounds. Install lash adjuster nut
on lash adjuster without tightening.
With gear on center and pitman shaft
backed off, measure total drag. With
gear on center, adjust pitman shaft
thrust screw so that preload is 4 to 8
Inch Pounds in excess of total preload
and drag. Readings ore to be mode
through an arc not exceeding 20
degrees with gear on center. Total
over-center preload must not exceed
18 Inch Pounds torque. Tighten lock
nut 20 to 30 Foot Pounds torque.
Steering Gear Adjustments
During the breaking-in period, it is
probable that some of these adjust-
ments will change. These changes in
adjustment do not necessarily affect
the satisfactory operation of the steer-
ing gear assembly and ordinarily do
not require readjustment unless there
is excessive lash or other malfunction-
ing. Under normal conditions, the thrust
bearing adjustment and the worm-to-
rock preload need never be changed.
Consequently, if lash develops in the
steering gear, the pitman shaft should
11-23
be adjusted in the cor as follows:
Disconnect the pitman arm from the
pitman shaft and remove the orna-
mental cover from the ~eering wheel
hub.
Turn the gear ~ turn off center in
either direction (180 degrees). Using
a 50 Inch Pounds torque wrench on
the steering wheel nut, determine the
torque required to rotate the shaft
slowly through a 20-degree arc.
Turn the gear bock to center and,
repeating the method of reading
torque as in paragraph above, loosen
the lash adjuster locknut, turn the
screw in until the reading is equal to
6 Inch Pounds in excess of that noted
above, and retighten the locknut while
holding the screw in place.
Recheck the readings and replace
the pitman arm and hub cover. After
rebuild and adjustment, check to be
sure gear has four full turns.
POWER STEERING PUMP
SERVICE
Description of Steering
Oil Pump and Hoses
The oil pump, which is mounted on
the engine in position to be driven
by a belt from the crankshaft balancer,
converts some engine power into oil
pressure which is used against the rock-
piston nut to rotate the pitman shaft.
The pump reservoir encloses the
pump housing and provides a reserve
supply of oil to assure complete filling
of the hydraulic system. See Figure 49.
The reservoir cap is vented which
permits escape of any air that may be
introduced into the system during as-
sembly of the various units and main-
tains atmospheric pressure in the res-
ervoir.
The pump housing encloses the flow
control valve and the rotor assembly.
The flow control valve and spring are
retained in the pump housing by the
pressure union. See Figure 50. This
allows servicing the flow control valve
without removing the pump from the
engine. Inside the flow control valve
is the pressure relief valve. Also in the
end of the flow control valve is a filter
screen which filters the oil that enters
this valve. The pressure union which is
the pump outlet, contains the pump
exit hole and an orifice.
The rotor assembly consists of a
drive shaft, thrust plate, rotor with ten
 11-24 STEERING

vanes, pump ring and pressure plate.

Oil enters the rotor section of the
housing through a hole which is open
to the surrounding reservoir.
The rotor, which is loosely splined
to the end of the drive shaft, is located
adjacent to the face of the thrust plate
and is enclosed by the pump ring. The
rotor vanes slide radially outward to
contact the hardened and ground in-
side cam surface of the ring, as shown
in Figure 51.
As the shaft and rotor rotate, cen-
trifugal force and fluid pressure
against the inner ends cause the
vanes to follow the cam contour of the
ring. The cam surface is so shaped that
two opposite pumping chambers are
formed which cause a complete pump-
ing cycle to occur every 180 degrees of
rotation of the rotor. The pump ring
has two cro$-Over possoges drilled in
it, which transfer oil from the thrust
plate into a discharge cavity located
at the rear of the pressure plate.
When the engine is started, each

pumping chamber picks up oil from
two openings, one between the pres-
sure plate and ring, and the other
between the thrust plate and ring. See
Figure 49. The oil is then propelled
by the decreasing pockets in each
pumping chamber into the discharge
cavity through an opening in the
pressure plate and on opening in the
thrust plate which is connected to the
crossover passage in the ring. The oil
flows from the discharge cavity into a
po.ssoge which is open to the rear of
the flow control valve and to the exit
hole in one end of the pressure union.
Oil flows through the outlet end of
the pressure union to the steering gear
assembly. Some oil flows through the
orifice in the pressure union and into
o passage in the pump housing which
--~r~1111~~1~1f~l~5!~~~
Spring
= Press11re Union
f
a nd Filter Jwy
Exit Hole O rific. 7?131
FIGURE 49 - Oil Flow in Pump
directs oil into the spring chamber lo-
cated in front of the flow control
valve. Preuure Union
Pressure in the discharge cavity is & Filter
always greater than the pressure of the
oil that has passed through the exit
hole in the pressure union.
The flow control valve regulates the
opening of o by-pass passage through
which oil may be returned to the suc-
tion and reservoir section of the pump.
Refer to Figure 52.
When the pump is running witho ut FIGURE 50 - Flow Control Valve
Installation
Shaft Seal

lo ~~
.____-Pump Ring

~ Dowel Pin Hole

/ ' \ -Cross O..r Passage

( r~
---
"1L.~---- Rotor
1-:c~-~
......._-"'
72733

FIGURE 48 - Power Steering Oil Pump FIGURE 51 - Pump Ring and Rotor

I

FIGURE 52 - Flow Control Valve
Operation
demand for steering pressure, pres-
sure in the discharge cavity is great
enough to push the flow control valve
open against a spring load of ap-
proximately ten pounds. See Figure 52.
The pressure in the spring chamber
tends to close the valve, but since
pressure in the discharge cavity is
always greater than in the spring
chamber, the valve is not closed. The
movement of the valve is controlled by
the spring tension and the difference
in pressure on the front and rear side
of the valve.
When power assistance is required,
the steering gear rotary valve restricts
free circulation of oil, and the pump
pressur/3 builds up rapidly. As the pr~s
sure increases in the discharge cavity
it also increases in the spring chamber
and in turn additional pressure is re-
quired to move the flow control valve
to open the by-poss passage. The
maximum amount of build-up of pres-
sure by the pump depends on the
amount of restriction controlled by the
rotary valve. When power assistance
is no longer required, the restriction is
reduced to a predetermined minimum.
With a small amount of restriction, the
pressure in the spring chamber drops
to a minimum. Thus, the pressure in the
discharge cavity also is reduced os this
pressure is governed by the spring ten-
sion and the oil pressure present in
the spring chamber of the pump.
If pump output pressure reaches
1100 to 1200 psi, the increased pres-
sure in the spring chamber forces o
pressure relief valve open and oil
escapes from the spring chamber into
the by-pass hole around the pressure
relief valve boll. See Figure 52.
As oil pressure is relieved in the
STEERING
spring chamber, the high pressure in
the pump discharge cavity overcomes
the spring load to open the flow con-
trol valve. Because outlet pressure has
to pass through on orifice to get into
the spring chamber, the pressure in the
spring chamber drops below outlet
pressure for a fraction of o second.
This allows the flow control valve to be
open enough to lower line pressure to
a safe level immediately. O il is then
pumped into the by-pass possoge until
the line pressure opposing the pump
drops below the relief valve setting,
permitting this valve to close. The flow
control valve then resumes normal
operation. The flow control valve starts
to open at 300-400 RPM of pump and
is functioning when the pump is running
465 RPM (400 RPM of engine).
Power Steering Pump Removal
NOTE: It is not necessary to remove
oil pump to service the Row control
valve. The Row control valve is re-
tained in pump housing by a pressure
union and filter assembly. See Figure SO.
Remove pump drive belt tension ad-
justing bolt. Disconnect belt from pump.
Disconnect return and pressure hoses
from pump. Cover the hose connector
and union on pump and open ends
of the hoses to ovoid entrance of dirt.
On V -8, remove front bracket from
engine.
Remove 2 nuts securing rear of pump
to brocket, and 2 bolts securing front
of pump to brocket and remove pump.
Replacement of Pump Sha ft
Seal - Pump Assembled
Remove pump pulley nut.
Remove pump drive belt from pulley.
Remove pulley from pump using a
suitable puller. Do not hammer pulley
off shaft.
Remove pulley drive key from shaft.
Insert a piece of .005" shim stock
(approximately 2!12" long) around
shaft and push it post seal until it
bottoms in pump housing. See Figure
53.
Remove seal by cutting metal body
of seal with a sharp tool and prying
out. See Figure 53. Extreme care must
be used to prevent damage to shaft
and pump housing.
Place seal protector J-7586 over
shaft. Lubricate new seal with power
steering oil and drive in pump housing,
11-25
S.OI
Shim Stock .OO.S"
FIGURE 53 - Removing O il Pump
Shaft Seal
spring side first, with installer J-7728.
See Figure 54. Adjust bottom seal in
housing. Excessive force must not be
used when driving seal in place.
Install pulley drive key in shaft:
Install pulley and drive belt. Adjust
belt tension to proper specification.
Fill pump reservoir to proper level
with power steering oil and bleed
pump.
Pump Disassembly
Using masking tope, cover the hose
union and pipe on pump and then
thoroughly clean exterior of pump.
Remove pump pulley key from pump
shaft. Remove reservoir cop and drain
out oil in pump reservoir.
Install pump in o soft jaw vise with
pump shaft pointing down. Do not
clomp pump too tightly in vise as this
may distort bushing.
Remove two reservoir to pump hous-
ing studs and "0" rings. Discard the
"0'' rings.
Remove pressure union. Remove "0"
ring from union and discord "0" ring.
Remove flow control valve and
spring.
Remove reservoir from housing by
rocking housing back and forth while
pulling upward. Remove reservoir "0''
ring seal on housing and discard. Re-
move small reservoir to housing "0''
ring seal from counterbore in housing
and discord.
Rotate end plate retaining ring un-
til one end of ring is over hole in hous-
ing. Spring inward on one end of ring
with Ys" punch to allow screwdriver
to be inserted and lift ring out. See
Figure 55.
Remove pump from vise and remove
end plate, pressure plate spring, flow
control valve and spring by turning
pump over. If end plate should stick
11-26
Seal
Seal Protector Tool J-7586
FIGURE 54 - Installing O il Pump Shaft Sea l
End Plate
FIGURE 55 - Removing End Plate
Retaining Ring
in housing, lightly top it to align and
free it.
NOTE: Do not disassemble control
valve.
Remove and discord end plate "0"
ring seal.
Place shaft end on bench and press
down on housing until shaft is free.
Turn housing over and remove shaft
and rotor assembly, being careful not
to drop parts. If the two dowel pins
did not come out with assembly, re-
move dowel pins from housing.
If it is desired to disassemble the
shaft and rotor assembly use a screw-
driver to remove retainer ring, as
shown in Figure 56.
Remove and discord pressure plate
"0" ring seal.
Remove shaft seal, if defective, by
prying out with small screwdriver.
Power Steering Pump Inspection
Clean all ports thoroughly with sol-
vent and wipe with clean, lint-free
cloth before inspecting.
STEERING
Seal
Installer Tool J-n28 72550
72551
FIGURE 56- Removing Rotor
Retaining Ring
Inspect shaft for wear.
Check fit of the ten vanes in slots of
rotor; vanes must slide treely but fit
snugly in slots. Tightness may be re-
moved by thorough cleaning or re-
moval of irregularities using a hard
Arkansas stone. Replace rotor if ex-
cessive looseness exists between rotor
and vanes and replace vanes if they
ore irregularly worn or scored. light
scoring on the rotor con be repaired by
carefully lopping surface of rotor.
Inspect all ground surfaces of the
rotor ring for roughness or irregular
wear. Slight irregularities may be re-
moved with a hard Arkansas stone. Re-
place ring if inside com surface is
badly scored or worn and inspect out-
side radius of vanes very closely for
damage.
Inspect the surfaces of the pressure
plate and thrust plate for wear or
scoring. light scoring con be repaired
by carefully lopping until surface is
smooth and flat, after which all lop-
ping compound must be thoroughly
washed away.
Inspect the flow control valve bore in
the housing for scoring, burrs or other
da mage. Hair line scratches ore nor-
mol. Inspect bushing in housing, if worn
or scored, replace housing.
Inspect the surfaces of the flow con-
trol valve for scores and burrs. Hair
line scratches ore norma l. Replace
va lve if badly scored or if it is the
cause of low pump pressure. Check
the screw in the end of the valve; if
loose, tighten being careful not to
damage machined surfaces. filter in
end of screw must be clean.
Check orifice in pressure union to be
sure it is not plugged.
Power Steering Pump -
Assembly
Refer to f igure 48.
Make sure all ports ore absolutely
clean. Lubricate seals and moving ports
with power steering oil during assem-
bly.
If shaft seal was removed, use in-
staller J-7017 to drive new seal into
housing with spring side of seal toward
housing. See figure 57. Adjust bottom
seal in housing. ~
FIGURE 57 - Insta lling Pump Shaft
Seal
tv1ount housing in vise with shaft end
down. Install new pressure plate "0"
ring seal in groove in housing bore.
This seal is smaller than the end plate
"0" ring seal ond it has o daub of
point on it for identification.
Insert shaft into housing ond press
down with thumb on splined end to
properly seat shaft. Be careful not to
damage shaft seal in housing.
Install the two dowel pins in housing
ond install thrust plate on the pins with
ported face of plate to rear of hous-
 STEERING 11-27

ing. Assemble new "0" ring in groove

Install pump ring with smoll holes in
ring on dowel pins and with arrow on
outer edge to rear of housing.
Install rotor on pump shaft with
spline side of rotor to rear of housing.
Rotor must be free on shaft splines.
Install ten vanes in rotor slots with
radius edge toward outside and flat
edge toward center of rotor.
Install shaft retaining ring on pump
shaft.
lubricate the outside diameter and
chamfer of pressure plate with petro-
leum jelly and install on dowel pins
with ported face toward rotor. Dowel
pins fit into slots in plate that ore
nearest outside diameter of plate.
Use a soft plastic or wood rod and
lightly top around outside diameter of
pressure plate to seat it. See Figure
58. Pressure plate will travel about
1
ft," to seat.
CAUTION: Never press or hammer
on the center of pressure plate as this
will cause permanent distortion and re-
wlt in pump failure.
Install new end plate "0" ring seal
in groove in bore of housing. Be sure
Spring
Groove
72554
FIG URE 58 - Seating Pressure Plate
in Housing
Place end plate retaining ring on
top of end plate. Use an arbor press
to lower end plate into housing until
ring groove in housing is evenly ex-
posed. Be sure ring is completely
seated in housing groove and end
plate is aligned properly.
CAUTION: Press end plate into hous-
ing only for enough to install retaining
ring in groove.
Install new reservoir "0" ring seal
on housing. Place pressure union seal
and two stud seals in proper counter-
bores on rear of housing.
Install reservoir on housing and line
up holes for studs. Tap reservoir with
a soft mallet to seat it on housing and
nearest outlet end of pressure union.
Install union in pump and torque 35
Foot Pounds.
CAUTION: If "0" ring is installed in
groove on pressure union that contains
the Row orifice, pump will not bvild up
pressure.
Remove pump from vise and install
shaft key on shaft. Support shaft on
opposite side while installing key.
Check for bind in pump by rotating
drive shaft. Shaft must rotate freely by
hand.
Power Steering Pump
Insta llation
Position the pump in the bracket
and install the rear aHaching screws.
On V-8, install front brocket.
Connect the hydraulic hoses. Ad-
just the drive belt to specified ten-
sion.
Fill pump reservoir to correct level.
Start engine and maintain oil level in
reservoir for at least three minutes
before turning steering wheel. Then
rotate steering wheel through its entire
range slowly a few times with the en-

not to install it in end plate retaining
ring groove which is first groove from
rear of housing. See Figure 58.
Install the pressure plate spring.
lubricate outside diameter and
chamfer of end plate with petroleum
jelly and insert in housing.
install reservoir to housing studs with
short end of stud in housing. Torque
studs to 35 Foot Pounds.
Install flow control valve spring in
housing. Then install flow control valve
with hex head of valve going in hous-
ing first. Check movement of valve.
gine running. Recheck oil level and
inspect for possible leaks.
NOTE: If air becomes trapped in
the oil, the oil pump may be noisy until
all air is out of oil. Th is may take some
time since air trapped in oil does not
bleed out rapidly.

SPECIFICATIONS
TORQUE SPECIFICATIO NS- GENERAL
Foot Pounds
Column Shaft Clomp (Upper Shaft at Column
Assembly) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-46
Shaft "U" Joint Clamp (Upper Shaft Assembly
to Lower Shaft Assembly) . . . . . . . . . . . . . . . . . . . . 45-55
Knuckle Seal Retainer Bolt ............ . ......... 10-15
Knuckle Support to Knuckle Arm to Wheel
Spindle Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45-55
Steering Brocket to Frome-
Bolt %-16 (CJ-5/CJ-6, Commando) . . . . . . . . . . . . 45-55
Bolt and Nut 7/w20 (CJ-5/CJ-6, Commando) . . . . 75-90
Foot Pounds
Steering Bracket to Frame (Wagoneer and Truck) .... 45-55
Steering Gear to Bracket . . . . . . . . . . . . . . . . . . . . . . . 42-52
Steering Gear Shaft Nut (Steering Arm to Gear) . I 10-140
Steering Wheel Nut (CJ-5/CJ-6) . . . . . . . . . . . . . . . . 32-38
Steering Wheel Nut (Commando) . . . . . . . . . . . . . . . 25-35
Steering Wheel Nut (Wagoneer and Truck) ........ 45-60
Tie Rod Clomp Bolt (CJ-5/CJ-6 and Commando) . . . . 10-15
Tie Rod Clomp Bolt (Wagoneer and Truck) . . . . . . . . 20-30
Tie Rod Stud Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-40

NON-POW ER STEERING GEAR SPECIFICATIO NS

Left-Hand Drive Vehicles:
Type ............................................................... . Recirculating Boll
Ratio .............................................................. . 24:1
Bearings - Upper ................................................... . Boll
lower ................................................... . Ball
Pitman Shaft ............................................. . Bushing
 11-28 STEERING

Torque:
Worm Bearing Adjuster Nut ......................................... . 8 Inch Pounds
Pitman Shaft Adjuster Screw ......................................... . 18 Inch Pounds
Cover Bolts ........................................................ 25-40 Foot Pounds
Pitman Shaft Lash-Adjustment Locknut .................................. . 18-27 Foot Pounds
Worm Thrust-Adjustment Locknut ...................................... . 75-100 Foot Pounds
Right-Hand Drive Vehicles:
Type ............................................................... . Com & Lever
Ratio ...................... . ....................................... . 24:1
Bearings - Upper .................................................... . Ball
Lower .................................................... . Ball
Lever Shaft ............................................... . Roller and Bushing
Torque:
Cam Bearing Preload ................ . .............................. . 2-5 Inch Pounds
Input Torque Over Center (Maximum) .................................. . 7-12 Inch Pounds
Cover to Housing Cap Screws ........................................ . 18-20 Foot Pounds
Flexible Coupling to Flange ......................................... . 15-20 Foot Pounds
Worm Gear Shaft Locknut ............................................ . 16-20 Foot Pounds

POWER STEERING GEAR SPECIFICATIO NS

Type ................................................................. . Recirculating Ball, Worm and Nut
Ratio ............................................................... . 17.5-1
Bearings:
Worm - Upper ..................... ................................ . Ball
Lower ................................................ ... Ball
Pitman Shaft ......................................................... . Bushing
Torque:
Worm Bearing Adjuster Nut ............................................ . 8 Inch Pounds
Pitman Shaft Adjuster Screw ........................................... . 18 Inch Pounds
Pitman Arm to Pitman Shaft ............................................ . 140 Foot Pound!>
Adjuster Plug Locknut ................................................. . 50-110 Foot Pounds
Pitman Shaft Lash-Adjuster Locknut ...................................... . 27-37 Foot Pounds
Pressure and Return Hose Fittings ........................................ . 25-35 Foot Pounds
Rack-Piston Plug ..................................................... . 50-1 00 Foot Pounds
Return Guide Clamp Screws ............................................ . 3-6 Foot Pounds
Side Cover Bolts ..................... . ................................ . 27-37 Foot Pounds
Steering System Oil Capacity (Dry) ....................................... . 1)14 Quarts
POW ER STEERING PUMP SPECIFICATIO NS
Capacity at 465 rpm ................................................... . 1.25 GPM
Flow Control Range ..................................................... . 1.25 to 2.15 GPM
Relief Valve Setting ..................................................... . 1100 to 1200 PSI
Torque:
Flow Control Fitting Assembly ..... .................... .................. . 25-40 Foot Pounds
Pressure Hose ....................................................... . 30-40 Foot Pounds
Pulley Nut ...................................................... .... . 50-70 Foot Pounds
Pump lv\ounting Bolt ...................... ......... .................... . 25-35 Foot Pounds
Reservoir Bolt ........................................................ . 25-40 Foot Pounds
Power Steering Pump Belt Adjustment
Use Belt Adjustment Gauge W-283
New Belt ........................................................... . 125-145 Pounds
Belt With Previous Service (All except V-8 W/AC) ......................... . 90-110 Pounds
V-8 W/AC ......................... . 105-125 Pounds
STEERING GEOMETRY
King Pin Inclination ..................................................... . 7-~0
Caster ............................................................... . 30
Camber .............................................................. 1-~0
Toe-In ................................................................ . '/s" to '/,2"
TURNING ANGLE
CJ-5/CJ-6 and Commando ............................................... . 31 (34 With7.35x 15tires)
Wagoneer and Truck ................................................... . 28
 STEERING 11-29

C-3428-8 Steering WM.I Puller

W-311 Thrvst Bearing
Adjuster W.-nch (2-'%" + 3-'14")

C-3780 Worm Shaft Bearing

Cup Remover (Manual Steering)

J-8947 Piston Installer

(Power Steering)

C-3m Warm Shaft Searing Cup

Installer (Manual Steering)

J-6217 Oil line Connedor

(Power Steering)

J-7017 Worm Shaft

J-7539.()1 Rock Piston Salls Upper Oil
Retaining Arbor (Power Steering) Seal Installer

W-283 Belt Tension Gauge

J-7171 Pitman J-57S7 Pitman

Shaft Oil Seal Shaft Oil Seal
Installer P'r otedar
J-1614 Pitman Shaft Bushing
baoo...,. oM mstoller

J-6651 Pitman Shaft

J-6222 Adjuster
Needle Searing Remover Plug Oil Seal Protectcw
and Installer

J-6221 Adjuster

-
Plug Searing Remover
and Installer

J-1586.()1 Pump
Shaft Oil Seal
J-772S Pump Shaft Protedar 72216
Oil Seal Installer

FIGURE 59 - Steering Service Tools

11-30 STEERING

TECHNICAL SERVICE LETTER REFERENCE

Date Letter No. Subject Changes information on Page No.

 SUSPENSION 12-1

Page
GENERAl ....................................... 1
SPRINGS ....................................... 1
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Spring Clips ................. . ................. 1
Spring Shackles - lubrication .................... 2
SPRING REMOVAl:
SPRING MOUNTED BElOW AXLE . . ................ 3
SPRING MOUNTED ABOVE AXlE .................. 3
Page
SPRING JNSTAlLATION:
SPRING MOUNTED BElOW AXlE ................... 3
SPRING MOUNTED ABOVE AXlE ................... 3
SHOCK ABSORBERS ............................... 4
STABILIZER BAR ................................... 4
SPECIFICATIONS:
SPRINGS .................................... 5, 6
SHOCK ABSORBERS ............................. 7
TORQUE CHART ................................ 7

GENERAL
All vehicles hove semi-elliptical leaf
springs and double action hydraulic
shock absorbers. A front axle stabili-
zer bar that is rubber mounted to
the frame rails and connected to the
axle by links is standard equipment
on the 3407Z Camper Truck only.
SPRINGS
Semi-elliptical leaf springs ore used
on all vehicles. The springs are hung
longitudinally from the frame side roils
by means of spring hangers and spring
pivot brackets riveted and welded to
the rails. Spring shackles are used at
the front end of the front springs and
at the rear end of the rear springs. At
the other spring pivot points, the
spring is hung directly on the spring
hanger. Rubber bushings ore used at
all pivot points on all models except
on the rear springs of the 3408Y,
3407Z and heavy duty optional rear
springs on the 2406W, 2406X and
3408X model vehicles. On these ex-
ceptions, bronze bushings ore used,
and are equipped with lube fiNings.
The spring is mounted under the
front and rear axles of the CJ-5/CJ-6
and Commando, and the front axle
of the Wagoneer. On the rear axle
of the Wagoneer and both axles of the
Truck, the spring is mounted on top of
the axle. The springs are firmly at-
tached to the axle by spring clips
("U" bolts), spring saddles welded to
the axles and spring clip plates. Spring
center bolts are used to align and hold
the leaves of the spring in position, as
well as to prevent shifting on the axle.
The springs should be examined peri-
odically for broken or shifted leaves,
and loose or missing rebound clips.
All springs should be checked for
angle of the springs on the axle
saddles.
Springs with shifted leaves do not
hove their normal strength. Missing re-
bound clips permit the spring leaves to
fan out and con cause leaf breakage.
Broken spring leaves may make the
vehicle hard to handle or permit the
axles to shift out of line. Weakened
springs break easily, causing diffi-
culty in steering.
MAINTENANCE
Spring Clips
Attaching spring clips ("U" bolts)

Spring Rebound Clip

l72147

FIGURE 1 - Front Spring Mounted Below Axle - CJ-5/ CJ-6 FIGURE 2 - Rear Spring Mounted Below Axle - CJ-5/ CJ-6
 12-2 SUSPENSION

must be tight. They should be checked
at each vehicle inspection. Torque the
7
/te" nuts to 36 to 42 Foot Pounds and
the ~" nuts 45 to 65 Foot Pounds..
Spring Shackles- Lubrication
Truck only - 5000 GVW-2406W,
and all 6000 GVW with heavy duty
option and all 7000 GVW and 8000
GVW trucks ore equipped with bronze
bushings on the rear spring shackles
and pivot bolts. These bronze bushings
ore equipped with lube fittings.
Use Chassis lubricant NlGI #2.
lubrication Frequency -
Normal Driving (R) - Every 12,000
miles
Severe Driving (HD) - Every 6,000
miles
All other models ore equipped with
rubber bushings on the spring shackles
and pivot bolts. These rubber bushings
hove no lubrication fittings and it is
very important that they NEVER BE
LUBRICATED.

Sprir~g Pi'tOt Bolt Sprir~g P"IYot Brocket

Spring Shackle
Bushir~g (Silent Block)

\11
\ /

SpringCiip (U.Bolt) ~~~

Sprir~g Center Bolt ~ ~
Spring Shackle Bro~ ~Main Spring leaf
Spring Shocltle

I.~~ ~ -
Spring Shackle
Bolt

Ci~~
\~~
Bushing
(Silent Block)

FIGURE 3 - Front Spring Mounted Below Axle - Commando FIGURE 4 - Rear Spring Mounted Below Axle - Commando

Shock Absorber Bushing

Shock Absorber

-r .~
1
~ ,. . ~ sprir~g
. ( Shackle
--;.t~ / " 1: I
Spring Shackle Bolt ~:::_}

Spring Rebound Clip

Spring Clip (U-Bolt) ~ Spring Clip Plate

17214 17214$

FIGURE 5- Front Spring Mounted Below Axle -Wagoneer FIGURE 6- Front Spring Mounted Above Axle - Truck

FIGURE 7 -Typical Standard Rear Spring
Mounted Above Axle
SPRING REMOVAL - SPRING
MOUNTED BELOW AXLE
Raise the vehicle with a jock under
the axle. Place o jock stand under the
frame side roil. Then lower the axle
jock so that the load is relieved from
the spring with the wheel resting
slightly on the floor.
Disconnect shock absorber from
spring clip plate (except Wagoneer).
Remove nuts securing spring clips
("lJ'' bolts). Remove the spring plate
ond spring clips. Free the spring from
the axle by raising the axle.
Remove the pivot bolt nut and drive
out the pivot bolt. Disconnect the
shackle from the shackle brocket by
removing the lock nut, or lock nut and
bolt, or nut, lockwosher and bolt, as
existing.
With the spring removed, the.. spring
shackle and/or shackle plate may be
removed from the spring by removing
the lock nut, or lock nut and shackle
bolt or nut, lockwosher and shackle
bolt, as existing.
Inspect the bushings in the eye of
the main spring leaf and the bushings
of the spring shackle for excessive
wear. Replace if necessary.
The spring con be disassembled for
purposes of replacing on individual
spring leaf by removing the rebound
clips and the center bolt.
SUSPENSION
Shock Absorber Bushing
171149
FIGURE 8 -Typical Heavy Duty Rear Spring
Mounted Above Axle
SPRING REMOVAL- SPRING
MOUNTED ABOVE AXLE
Remove spring clip nuts, lockwoshers,
spring clips, and clip plate.
Raise the vehicle and place o sta nd
under the frame side roil. Adjust so
that the load is released from the
spring with the wheel resting on the
floor and the spring center bolt is
clear of the spring saddle.
Remove the lubrication fittings on
models so equipped. Remove the self-
locking nuts and flat washers from the
spring hangers.
Remove the spring evenly off the
spring hangers.
With the spring removed, the spring
shackle con be removed from the
spring by removing the locknut, flat
washer, and spring shackle bolt.
Inspect the bushings in the eye of the
spring main leaf and the bushings of
the spring shackle for excessive wear
and replace if necessary.
The spring con be disassembled for
purposes of replacing on individual
spring leaf by removing the rebound
clips and the center bolt.
SPRING INSTALLATION-
SPRING MOUNTED BELOW
AXLE
With the bushings in place and the
12-3
Bushing (Bronze)
171150
spring shackle attached to the springs,
position spring in pivot spring hanger
and install pivot bolt and lock nut.
Only tighten lock nut enough to hold
the bushings in position until the ve-
hicle is lowered from the jock.
Position spring and install the
shackle, shackle bolts, shackle plate if
applicable, lockwosher as existing, and
nut. Only finger tighten nuts at this
time.
Move the axle into position on the
spring by lowering the axle jock. Place
the spring center bolt in the axle sad-
dle hole. Install the spring clips ("U"
bolts), spring plate, lockwoshers and
nuts. Torque the 7/ 16" nuts to 36 to 42
Foot Pounds and the ~" nuts 45 to 65
Foot Pounds.
NOTE: Be sure center bolt is properly
centered in the axle saddle.
Connect shock absorber.
Remove the axle jock and allow the
weight of the vehicle to seat the bush-
ings in their operating positions. Then
torque the 7 /t$' spring pivot bolt nuts
and spring shackle nuts 25 to 40 Foot
Pounds. Torque %"shackle nuts 55 to
75 Foot Pounds.
SPRING INSTALLATION-
SPRING MOUNTED ABOVE
AXLE
With the bushings in place, spring
12-4
shackle attached to the springs and
shackle bolt torqued 55 to 75 Foot
Pounds, slide the spring into position
on the spring hangers. Install the flat
washers and lock nuts and torque 55
to 75 Foot Pounds.
Raise the vehicle slightly with jock
at frame side roil. Remove stand and
lower vehicle so that the spring rests
on the spring saddle and the center
bolt aligns properly with the guide
hole in the spring saddle.
Install spring clips ("U" bolts), spring
clip plate, lockwoshers and spring clip
nuts. Torque the 7/ 16" nuts 36 to 42
Foot Pounds and the ~" nuts 45 to 65
Foot Pounds.
SHOCK ABSORBERS
The hydraulic, direct-action shock
absorbers used on these vehicles ore
designed to absorb both upward and
downward motion. The upper ends of
the shock absorbers ore secured to the
vehicle frame side roils with mounting
brackets and pins. The lower ends ore
secured to the springs or axle. Rubber
bushings ore installed between the
mounting pins and shock absorber
eyes. ~ement at the bushings is
token by flexing of the rubber.
The rubber bushings and shock ab-
sorber eyes are held in place on the
mounting pins by a flat washer and a
SUSPENSION
locknut. To remove a shock absorber, Do not roughen the stem with pliers or
first remove the locknuts and washers. similar tool during removal or installa-
Then pull the shock absorber eyes and tion as this will destroy the effectiveness
rubber bushings from the mounting of the seal.
p ins.
To install a shock absorber, first in-
stall the rubber bushings and shock
absorber eyes on the mounting shafts.
Then install the washers and locknuts.
Tighten the locknuts securely.
Squeaking usually occurs when
movement tokes place between the
rubber bushings and the metal ports.
The squeaking may be eliminated by
placing the bushings under greater
pressure. This is accomplished by tight-
ening the locknuts. Do not use mineral
lubricant to remove squeak as it will LnUl
deteriorate the rubber. FIGURE 9 - Stabilizer Bar, 3407Z
The shock absorbers ore not refill-
Camper Truck
able and not adjustable. If trouble
develops the shock absorber must be
discorded and replaced with a new STABILIZER BAR
one. If a shock absorber is removed
The stabilizer bar (on the 3407Z
from the vehicle and turned upside
Model Truck) extends across the front
down it will lose its prime and be-
undersides of the frame, and is secured
come inoperative. To test a unit, hold
it in on upright position and work the to the right and left frame roils by
bolted clamps and rubber bushings.
plunger up and down the full travel
The ends of the bor extend rearward
four or five times to determine whether
action is positive or faulty. to a position above the front springs
and are connected to the axle and
NOTE: The shock absorber stem is springs by two rubber shock mounted
smoothly machined to work through a links.
tight seal in the upper end of the piston.
 SUSPENSION 12-5

SPRING SPECIFICATIONS- STANDARD

FRONT SPRINGS

NUMBER # DEFLECTION RATE:

OF LBS. PER
MODEL LEAVES LENGTH WIDTH INCH

CJ...S 7 39~" lli'' 190 Lbs.

CJ-6 9 39~" 1%" 210 Lbs.
Commando 5 46" 2" 158 lbs.
Wagoneer 7 44" 2~" 160 lbs.
J-2000 rruck
2406W 6 44" 2" 216lbs.
2406X 8 44" 2" ~
J-4000 Truck
3408W 6 44" 2" ___2l_6__Lbs.
3408X 8 44" 2" 24Q_Lbs.
3408Y 8 44" 2'' 240 lbs.
3407Z
6.258 (A) 8 44" 2" 240 lbs
V-8-360 8 44" 2" 240 lbs.

REAR SPRINGS

CJ...S 5 46" ~II 155_L230 lbs. *

CJ-6 5 46" 1%" 1.5.SL23Q lbs *
Commando 3 56" 2~" 200 lbs.
Wagoneer 5 52" 2~" 140_1250 lbs. *
J-2000 Truck
2406W 8 52" 2W' 160_1_295 lbs. *
2406X 8 _,52'' 2~" 160_f__295 lbs. *
J-4000 Truck
3408W 6 57" 2Y2" 185/375 Lh~ *
3408X & Y 7 57" 2Y2" 375lbs.
3407Z
6-258 (A) 7 57~' 2~" 375lbs.
V-8-360 7 57" 2~" 270/450 lbs. *

* Progressive dual rote springs

-#Deflection Rote - A measurement of the number of pounds required to compress or
deflect a leaf spring a distance of one inch.
(A) 6-258 Engine, 3407Z Truck is for Export only.
12-6 SUSPENSION

SPRING SPECIFICATIONS-HEAVY DUTY

J-2000 TRUCK J-4000 TRUCK

MODEL CJ-5/ CJ-6 COMMANDO WAGONEER 2406W &X 3408W 3408X& Y

FRONT SPRINGS:
Number of Leaves 10 6 5 8 8 SAME
Length 39~" 46" 44" 44" 44"
Width 1~" 1%" 2Y," 2" 2" AS
Deflection Rote:
Lbs. Per Inch 270 Lbs. 205 Lbs. 230 Lbs. 240 Lbs. 240 Lbs. STANDARD

REAR SPRINGS:
Number of Leaves 13 6 6 10 SAME 7
Length 46" 56" 52" 52" 57"
Width 1~" 2Y," 2V2" 2W' AS 2W'
#Deflection Rote:
Lbs. Per Inch 225 Lbs. 266 Lbs. 230 Lbs. 238/400 Lbs. * STANDARD 270/450 Lbs. *

NOTE: Heavy duty suspension is standard on 3407Z Trucks

* Progressive dual rote springs
#Deflection Rote - A measurement of the number of pounds required to compress or
deflect o leaf spring o distance of one inch.

SHOCK ABSORBER SPECIFICATIONS- STANDARD

TYPE: HYDRAULIC
ACTION: DOUBLE
J-4000 TRUCK
MODEL CJ-5/CJ-6 COMMANDO WAGONEER J-2000 TRUCK
3408 3407
FRONT:
Shock Absorber
length:
Compressed 11 Y.." 11 Y.." 131/1e" 131/ta" 13 /u"
1
12 13/1a"
Extended 18%" 18%" 21 Ys" 2 1Ys" 21Ys" 211/1e"
Piston Diameter 1" 1" 13/a" 13/1r." 13/a" 1%"
REAR:
Shock Absorber
length:
Compressed 11 Y.." 1
12 /la" 1013/t/' 11 9 /ta" 119/1.'' 12 1/e"
Extended 18%" 20" 17~" 18Ys" 18Ys" 19ift,"
Piston Diameter 13/111
11 11
1" 1" 13/1.'' P/111 1%"
 SUSPENSION 12-7

SHOCK ABSORBER SPECIFICATIONS- HEAVY DUTY

TYPE: HYDRAULIC
ACTION: DOUBLE
MODEL CJ-5/ CJ-6 COMMANDO WAGONEER J-2000 TRUCK J-4000 TRUCK
FRONT
Shock Absorber
length:
Compressed 11Y4" 11 Y-4" 1213/16, 1213/16
11
1213ft6"
Extended 18Y4" 18Y4" 211/te" 1
21 /u" 21 1/t6"
Piston Diameter 13/te" 13/1e" 1%" 1%" 1%"
REAR
Shock Absorber
length:
Compressed 11 Y-4" 121/us" 101s/t6" 121/u" 121/ts"
Extended 18Y4" 19Ys" 171 /16 11 199/t6" 199/lf,''
Piston Diameter 13/16
11
13/16 11 1%" 1%" 1%"

TORQUE CHART

SIZE TORQUE
Spring Pivot Bolt 1116
II
25 to 40Ft. lb.
Spring Shackle Bolt 1116
II
25 to 40 Ft. lb.
Spring Shackle Bolt %" 55 to 75Ft. lb.
Spring Clip ("U" Bolt) 1116
II
36 to 42 Ft. lb.
Spring Clip ("U" Bolt) !12" 45 to 65 Ft. lb.
Hanger Shaft Nut %11 55 to 75Ft. lb.

Date Letter No.

TECHNICAL SERVICE LETTER REFERENCE

Subject Changes information on Page No.

12-8 SUSPENSION

TECHNICAL SERVICE LETTER REFERENC E

Date letter No. Subject Changes information on Page No.

-
 HEATER AND DEFROSTER 13-1

Page
FRESH AIR HEATER AND DEFROSTER ................. I
Description ..................................... I
FRESH AIR INTAKE VENTILATING SYSTEM ............. 1
CJ-5/CJ-6 and Commando ........................ 1
Wagoneer and Truck ............................. 1
HEATER AND DEFROSTER OPERATION ................ 1
CJ-5/CJ-6 and Commando ........................ 2
Wagoneer and Truck ............................ 2
DIAGNOSIS ...................................... 2
Page
SERVICING COMPONENTS ......................... 3
Heater Control Replacement ....................... 3
CJ-5/CJ-6 .... . ............................... 3
Commando ................................... 3
Wagoneer and Truck ........................... 3
Blower Motor .................................. 3
Heater Core ................................... 3
CJ-5/CJ-6 and Commando ..................... 3
Wagoneer end Truck .......................... 3

FRESH AIR HEATER AND Removal shroud.

DEFROSTER DESCRIPTION Position screen and grille on the
Remove the fresh air intake system cowl panel and secure the ventilator
The fresh air heater and defroster by removing the fresh air heater and
duct shroud to the cowl with screws.
system is designed to provide fresh defroster.
air ventilation for summer driving or Remove screws from the air intake
Fresh Air Cowl Vent
fresh heated air within the cor for ventilator grille located outside the
winter driving. vehicle on the top of the cowl ond Wagoneer and Truck
remove the grille end screen.
Push down on the ventilator grille Fresh air vents ore located on the
FRESH AIR INTAKE left and right side cowl trim panels
duct shroud and remove the shroud
VENTILATING SYSTEM from beneath the instrument panel. (Fig. 2). Fresh air entering the cowl air
Pull out the duct shroud hose from intake chamber is directed to the vents.
CJ-5/CJ-6 and Commando

The body ventilating system incor-
porates the use of on air intake ventila-
tor grille located on top of the cowl
panel (Fig. 1). The air entering the
intake ventilator grille flows through
a duct shroud and hose which guides
the air into the vehicle. A wing door
in the outlet assembly of the duct
shroud regulates the flow of air and
is adjusted by the use of a cable con-
trol mounted to the underside of the
instrument panel to the right of the
steering column.
'
FIGURE 1 - Fresh Air Intake Shroud - Commando
Water entering the air inlet grille
flows down a rubber drainage hose
under the instrument panel and is
discharged through on opening in the
right cowl panel.
the shroud and remove.
Remove the screw from the hose
clomp and remove the drainage hose.
Remove the cable from wing door.
Remove bolt and clip from mount-
ing brocket and remove cable from
dash panel.
Installation
Install cable to instrument panel and
wing door.
Insta ll the drainage hose and duct
shroud hose to the ventilator duct
shroud.
Place the duct shroud in position
under the instrument panel and, using
a waterproof sealer, make a positive
seal where the cowl metal meets the
t;s;
Door Assembly Control Knob
-,;:~:--
FIGURE 2 - Fresh Air Intake -
Wagoneer and Truck
The control knobs for the vents ore
located to the left of the steering col-
umn. The upper knob controls the left
vent and the right vent is controlled by
I
the lower knob.
HEATER AND DEFROSTER
OPERATION
Air circulation of the heater and de-
froster unit is accomplished by use of
a 12 volt fan motor.
Outside air is controlled by a push-
pull vent control in the CJ-5/CJ-6 and
Commando, and by the "AIR" button
on the Wagoneer and Truck.
Outside air drown into the vehicle
by the fan motor is forced through or
around the heater core. The air passing
through the heater core is heated by
the hot circulating coolant from the en-
gine. The cold or unheated air passing
around the core is then combined with
the heated air and distributed to the
defroster nozzles and/or the floor dif-
fuser.
The heater and defroster controls
13-2 HEATER AND DEFROSTER

Heater Core Blower Motor Defroster Hose going to the blower motor through a
fixed resistance, thereby regulating the
blower fan speed.

Wagoneer and Truck

Air
Blender
Door
FIGURE 3 - Fresh Air Heater and Defroster - Commando
FIGURE 4 - Fresh Air Heater and Defroster- W agoneer and Truck
are mounted in the switch panel on
the instrument panel. A multiposition
switch mounted in the switch panel
operates the heater fan.
Heater and Defroster Cont rol
Operation
CJ-5/CJ-6 a nd Commando
The temperature ''TEMP" lever on
the switch control panel is connected
by a cable to an air blender door in
the heater core duct. The air blender
door directs the full air stream through
the heater core when the temperature
lever is in the down position.
Control Panel
l72063
When the ''TEMP" lever is in the
upper "OFF" position, the air blender
door directs the air stream around
the heater core and the air is not
heated.
When the ''TEMP" lever is between
these two positions, some of the air is
heated, and some of the air bypasses
the heater. The air mixes in the transi-
tion duct and the desired temperature
is obtained.
The defroster lever operates on the
same principle as the heater lever.
The blower switch has three
positions: "OFF", "LOW" and "HIGH".
It regulates the amount of current
The temperature ''TEMP" lever on
the heater control panel is connected
by a cable to an air blend door in
the heater core duct. The air blend
door directs the full air stream through
the heater core when the temperature
lever is on the warmest temperature
position.
When the temperature lever is on
the coolest position, the air blend door
directs the air stream around the
heater core and the air is not heated.
When the temperature lever is be-
tween these two positions, some of the
air is heated, some of the a ir bypasses
the heater. The air mixes in the transi-
tion duct and the desired temperature
is obtained.
The "OFF", "AIR", and "DEF" but-
tons on the heater control panel op-
erate a vacuum valve. When the
"OFF" button is depressed, the vac-
uum valve stops the vacuum to the
vacuum actuator that holds the air
door in the transition duct open. A
spring closes this door and no air con
enter from the heater. The air door
in the transition duct must be open
at all times except when the "OFF"
button is depressed.
When the "AIR" button is depressed
the air door in the transition duct is
opened by the vacuum actuator and
air comes through the transition duct
and out of the floor diffuser.
When the "DEF" button is depressed
the vacuum valve directs vacuum to the
defroster vacuum actuator. Air door
remains in same position.
The blower switch has four positions,
"OFF", "LOW", MEDIUM", "HIGH",
and regulates the amount of current
going to the blower motor through
fixed resistances, thereby regulating
the blower speed.

DIAGNOSIS
SYMPTOMS PROBABLE CAUSE
Will Not Run at Any Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blown Fuse
Loose Electrical Connection
Poor Ground
Faulty Switch
Faulty Fan Motor
Faulty Resistor
 HEATER AND DEFROSTER

Will Not Run at One Speed Only ....................................... Faulty Switch

Faulty Resistor
Runs But Does Not Circulate Air ........................................ Intake Blocked
A ir/Door on Transition Duct Not Open
A ir Restriction in Heater Duct
Heater Will Not Heat . ........... .... .... ... .... .. ... ................. Circulating Water Not Proper Temperature
Heater Core Blocked Internally
Heater Core Air Bound
Air Blend Door Not in Proper Position
Will Not Defrost ................................................... . Heat Distributor Door Actuator Not Operating
Either or Both Bellows Not Operating (J-Series only) ........................ Check Engine Vacuum at Heater Control
Check Vacuum at Actuator
Check Actuator Operation

SERVICING COMPONENTS
Heater Control Switch and
Cable Replacement
CJ-5/CJ-6
Remove the knob by inserting o wire
into the hole at the side to release the
spring retaining clip.
Remove the trim nut on the face of
heater control panel.
Disconnect the wires from the fan
switch which is o port of the center
control cable.
Disconnect the co!:>le at the damper
end and remove the cable.
To install, route the new cable
through the hole in the control panel
and to the respective damper door.
Connect and adjust the cable, insta ll
the trim nut and the knob.
Connect the fan control wires if the
center cable hod been removed.
Heater Control Switch
Replacement
Commando
Disconnect the w1nng harness con-
nectors from the light switch, wiper
switch and heater switch.
loosen the screw securing the cable
clomp and remove the levers mounted
on the switch panel.
Depress the metal spring locking
retainers located on both end sides of
the switch control ponel and remove
switch panel from front of dash.
Remove two screws securing the
heater control switch and remove
switch from switch control panel.
Heater Control Panel -
Wagoneer and Truck
Removal
Remove the three vacuum lines from
the heater control.
Remove the clomp and cable from
the temperature control lever.
Unsnap the lamp bulb from the
heater control and disconnect terminal
connector located in the wiring.
Remove the two nuts and mounting
brocket from the bottom of the control.
Remove the control panel by pushing
out on the bottom.
Installation
Install the heater control panel, bulb
and cable.
Replace the vacuum tubes as fol-
lows:
Number 1 on the vacuum control valve
goes to the defroster vacuum actuator.
Number 3 on the vacuum control valve
goes to the vacuum storage tonk.
Number 4 on the vacuum control valve
goes to the vacuum actuator.
BLOWER MOTOR
The blower motor con be removed
for repairs as follows:
Disconnect the electrical connection.
Remove the screws that hold the motor
in place.
Remove the blower motor and fan.
HEATER CORE
CJ-5/CJ-6 and Commando
Remova l
Drain the engine cooling system.
Mark the duct halves to be sure they
ore reassembled properly.
Remove the screws that fasten the
two halves of the duct together.
Remove the four screws that secure
the heater core to the duct.
Remove the heater core.
Installation
Install the heater core in the housing
and install the four screws.
Assemble the duct halves and in-
stall the heater housing.
Fill cooling system to proper level.
Wagoneer and Truck
Removal
Drain the engine cooling system.
Disconnect the temperature control
cable at the heater.
Disconnect the heater hoses at the
inlet and outlet of the heater.
Disconnect the heater resistor wires
at the plug type connector on the
heater resistor.
Remove the four nuts that secure
the heater core and duct to the fire-
wall.
NOTE: Two of the nuts ore on the
inside of the vehicle just to the right of
the transition duct.
Remove the heater core and duct.
Mark the duct halves to be sure they
ore reassembled properly.
Remove the screws that fasten the
two halves of the duct together.
Remove the four screws that secure
the heater core to the duct.
Remove the heater core.
Installation
Install the heater core in the hous-
ing and install the four attaching
screws.
Assemble the two halves of the
heater core duct and install the unit
in the vehicle. Install all attaching
nuts.
Connect the heater resistor wires,
heater hoses and temperature control
cable.
Fill cooling system to the proper
level.
13-4 HEATER A ND DEFRO STER

TECHNICAL SERVICE LEITER REFERENCE

Dote Letter No. Subject Changes information on Page No.

-
 AIR 13A-1

CONDITIONING
Page Page
AIRCONDITIONING SYSTEMS .. . ........ .. ... . ...... 1 LEAK TEST PROCEDURE ............................ 7
REFRIGERATION CYCLE ............................ 2 CHARGING THE SYSTEM ........................... 7
SERVICE INFORMATION ........................ .. . 2 PURGING AIR FROM SYSTEM ....................... 8
TEST AND DIAGNOSIS .......................... 3, 4 COMPRESSOR .................................... 8
GAUGE PRESSURE ..................... . .......... 5 MAGNETIC CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 11, 13
SIGHT GLASS ......................... .. ......... 5 EXPANSION VALVE SERVICE ....................... 12
SERVICE VALVES ...................... . .. . ........ 5 EVAPORATOR HOUSING .. ................ ........ 12
PRESSURE GAUGE SET ............................. 5 SYSTEM CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DISCHARGING THE SYSTEM ........................ 6 TOOLS ...... .............. .. .. ................. 14
EVACUATING THE SYSTEM ......................... 6
speed for on extended period of time, conditions, and make sure that the
AIR CONDITION ING SYSTEMS
the cooling coil may possibly frost over condenser is free of bugs or other for-
General resulting in a temporary loss of cool- eign matter.
When driving at normal highway ing. Should this occur, simply turn The air conditioner con also be
speeds the Jeep air conditioning unit the "TEMP" knob to "OFF" and allow employed for fast, efficient defogging
will provide maximum efficiency. How- the blower to operate for a few of windows during cool damp weather.
e~er, when operating under stop-and- minutes to a llow the cooling coil to The condenser is mounted ahead of
go city driving conditions a slight re- defrost. Then turn the "TEMP" knob to the radiator and the remaining compo-
duction in cooling efficiency will gen- a setting which is not as cold as the nents ore in the engine comportment.
erally be experienced. setting at which frosting occurred. The compressor is o two cylinder
It is recommended that maximum To maintain maximum cooling effi- engine belt driven type. An electro-
temperature setting be used for aver- ciency, periodically remove bugs and magnetic clutch couples the compres-
age city driving; and intermediate foreign matter from the condenser and sor to the drive pulley. The drive
temperature setting for highway driv- radiator fins. Also, DO NOT install a pulley free wheels when the a ir con-
ing. bug screen or other screen material ditioner is not in use.
in front of the condenser and radiator. The "start" position on the ignition
Water forming under a vehicle, at switch automatically disconnects all
a point below the cooling case, is con- accessories including the air condi-
densation water draining from the unit tioner to reduce the battery load and
- and is considered normal. provide easier starting.
77799 The engine "TEMP" gouge pointer
FIGURE 1 - Air Conditioner - will indicate a slightly higher than
normal temperature when the a ir con-
Operation
Commando
The same air conditioning unit, as ditioning unit is operating. However, For fast, maximum efficiency - first
shown for the Wagoneer in Figure 2, should excessive overheating occur - purge the vehicle of hot air by driving
is applicable to Truck models. check the condition of all water hoses; the equivalent of two or three city
When driving at relatively high check the radiator for rust or scaling blocks with at least one window open,
the "TEMP" knob at "MAX': and the
"AIR" knob (blower control) at "HI"
Roll up all windows.
Adjust the air outlets to obtain de-
sired air flow distribution by moving
the louvre fevers left, right, up or
down. Air flow con be adjusted for
quick delivery to o specific spot or for
gentle diffusion of air throughout the
vehicle.
When the interior of the vehicle has
cooled down to the desired tempera-
ture, the "AIR" knob may be set to
UAj~l
obtain the desired volume of air from
Control the air outlets. The "TEMP" knob may
Knob be rotated to vary the temperature. It
Adiustoble Air Outlet Louvr.s may be necessary to experiment with
nr01 the ''TEMP'' knob to determine the
settings best suited to various driving
FIGURE 2- Air Conditioner- Wagoneer conditions. Generally, the "MAX" set-
13A-2 A IR CONDITIONING

ting is comfortable for city driving, and oF. oF. # Pressure the evaporator rises to the thermostat
# Pressure
a lesser setting comfortable for open setting and the control doses the meg-
rood driving. -40 I 1.0* 50 46.7 netic clutch circuit and refrigeration
Run the engine well above idle - 35 8.3* 55 52.0 again occurs (Fig. 4).
speed for more efficient cooling under - 30 5.5* 60 57.7
conditions where the system is oper- -25 2.3* 65 63.7 SERVICE INFORMATION
ated with the cor standing. - 20 0.6 70 70.1
- 15 2.4 75 76.9 Correct Handling of R-12
Winter Care - 10 4.5 80 84.1
Safety glosses should be worn to
- 5 6.8 85 91.7
protect the eyes because R- I 2 boils
Assure periodic lubrication of in- - 0 9.2 90 99.6
at -21.7F. and may freeze areas
ternal compressor component ports, 5 I 1.8 95 108.1
which it contacts - Treat affected
during the off-season, by turning the 10 14.7 100 116.9
areas for frostbite. Flush the affected
''TEMP" knob on for two to three min- 15 17.7 105 126.2
areas with cold water.
utes each week. The blower fan (Air) 20 21. I 110 136.0
Always install the protective cap on
need not be activated. 25 24.6 I 15 146.5
the refrigerant drum to protect the
30 28.5 120 157.1
valve and sofety plug.
32 30.1 125 167.5
AIR CONDITIONING SYSTEM Never corry a refrigerant drum in
35 32.6 130 179.0
REFRIGERATION CYCLE the passenger compartment.
40 37.0 140 204.5
Never leave the drum exposed to
The chemical name of the refriger- 45 4 I .7 150 232.0
the sun or high temperatures.
ant used in most automotive air con-
* Inches of Vacuum Never overfill a refrigerant drum,
ditioners is dichlorodifluoromethane,
fill 75 per cent of the drum capacity,
commonly referred to as Freon- I 2 or 81015
thus allowing for expansion.
R- I 2. Freon- I 2 is a registered trade FIGURE 3- Temperature Pressure
nome of E. I. duPont de Nemours and Relationship Cha rt of R-12 CAUTION: Never heat the drum with
Co. a torch, stove, or radiator, to increase
The engine driven compressor in- the pressure in the drum for charging.
creases the pressure of the R- I 2 gas High pressure liquid enters the ex- Immerse the drum in a container of
from the evaporator. pansion valve inlet. worm water no higher than 125F.
As the pressure is increased, the The pressure is reduced from high
Never use a torch, weld, solder, or
boiling point of the R- I 2 is raised. pressure to low pressure liquid by the
steam clean on or near a system un-
For example: R- I 2 boils at -2 I .7F. valve orifice. Reducing the pressure
less the refrigerant has been com-
at zero pressure (Sea level), however, reduces the boiling point of the refrig-
pletely discharged and evacuated.
at a pressure of 99.6 P.S.I. the boiling erant.
Never inhale Iorge quantities of R-12
point is 90F. Some of the heat in the air being di-
vapors, it acts as an anesthetic.
Figure 3 illustrates the temperature rected through the evaporator is ab-
Never discharge a system in an area
pressure relationship of R- I 2. sorbed by the refrigerant. The refriger-
where on open flame exists. R-12
The boiling point of the R- I 2 gas ant is boiled as it absorbs the heat
when combined with an open flame
is raised by the increase in pressure and the heat is retained in the refrig-
produces a very toxic gas. The vapor
to a point that is higher than the tem- erant vapor. It is this heat which is re-
also affects bright metal surfaces.
perature of the outside air. Outside air moved by the cooling action of the
flowing through the condenser cools condenser as the vaporized refrigerant
Moisture and Air
the refrigerant gas and condenses the is changed bock into liquid for reuse.
vapor into a liquid state. Two pressures ore present in the sys- Moisture and air in the system ore
The condensed refrigerant is forced tem; low pressure from the expansion harmful. Use care to prevent moisture
from the condenser into the receiver/ valve to the suction side of the com- laden air from entering the system.
dryer. The receiver/dryer is a reservoir pressor and high pressure from the dis- Water is not miscible with R- I 2,
to store the liquid refrigerant which is charge side of the compressor to the therefore, it will freeze and block the
still under high pressure. A drying inlet side of the expansion valve. openings in the expansion valve.
agent in the receiver/dryer removes Hereafter the pressures will be re- Chemically, water and R-12 react
traces of moisture, preventing it from ferred to as "low side" or suction pres- to form hydrochloric or hydrofluoric
circulating with the refrigerant. sure and "high side" or head pressure. acid which corrode the metal ports in
A pick-up tube located below the The thermostat control has a tem- the system.
liquid level in the receiver delivers the perature sensing capillary tube. When Water emulsifies lubricating oils
high pressure liquid refrigerant to the the evaporator temperature is lowered forming a sludge which reduces system
expansion valve. to the thermostat control setting, the lubrication.
The expansion valve is a metering thermostat opens the circuit to the Immediately seal all lines and com-
and pressure reducing control valve compressor clutch and the magnetic ponents during repairs to prevent the
regulating the flow of refrigerant into clutch is de-energized, stopping the entrance of water. Caps and plugs
the evaporator. refrigeration cycle. The temperature of should be used to close all fitting open-

To Mognetic Clutch
Sudion Gouge Co nnection
"'"'"""'.._'(<l \ .... _,r-
High Pressure Gas
-.a High Pressure liquid
Oiophrogm Pressure
ings in lines, hoses, and components.
Handling of lines
It is extremely important that the re-
frigerant lines be kept dry and clean.
Whenever a connection is to be bro-
ken, clean all dirt and grease from the
connection.
Ports from stock ore copped and de-
hydrated, the cops should be removed
only prior to insta llation. lines removed
from the system to be used again
should be copped immediately to pre-
vent dirt and moisture from entering.
Prior to making any connections in
AIR CONDITIONING 13A-3
7
To Fon Switch
Expansion Valve
~~ low Pressure Gos
~ low Pressure liquid
L _________J
FIGURE 4 - Refrigerant Cycle
the system, apply a film of compressor when tightening fittings to prevent
oil to the fittings and threads. This will twisting the soft copper tubing.
reduce friction and create a tighter
Gauge set and lines should be kept
seal.
clean and free of moisture. Always
The lines should be free of kinks that
plug when not in use.
will cause restrictions to the flow of re-
The compressor lubricant container
frigerant. The lines should be carefully
must not be left open longer than nec-
stored to ovoid crushing or bending.
essary as the special oil is moisture
The proper size wrenches should be
free and will absorb moisture from
used in tightening fittings. Tubing that
the air if left uncapped.
is left free to vibrate will harden and
crystallize the area of the tube at the
flare section so that it may become TEST AN D DIAGNOSIS-
brittle and break. REFRIGERATIO N SYSTEM
NOTE: Always use two wrenches The following chart listing tempera-
13A-4 AIR CONDITIONING

AIR CONDITIONING SYSTEM DIAGNOSIS

AIR CONDITIONING PERFORMANCE ' 'TROUBLE SHOOTING" PROCEDURE

NORMAL PRELIMINARY DIAGNOSIS

l. CHECK HEATER DAMPER CONTROL - Damper in heater core housing must be closed
against housing opening with lever fully up.
2. CHECK BLOWER OPERATION -All speeds with thermostat and fan control on A.C.
control panel.
3. CHECK AIR DISCHARGE OUTLET CONNECTING DUCTS - Correct alignment and
leaks.

NORMAL PRELIMINARY DIAGNOSIS OF REFRIGERATION

SYSTEM
CHECK DISCHARGE OUTLET AIR TEMPERATURE WITH
THERMOSTAT SET AT MAXIMUM. 46F. WITH 80F. AM-
BIENT TEMPERATURE AT 1500 ENGINE R.P.M.-HIGH
BLOWER. (Refer to chart for additional comparisons).

SYSTEM COOLS AND CYCLES AT ....__ __.__ _-II SYSTEM DOES NOT COOL PROPERLY J
CORRECT TEMPERATURE.

DOES NOT COOL OR CYCLE . :...._----"---4 SYSTEM CYCLES ABOVE SPECIFIED

TEMPERATURE

CHECK THERMOSTAT SENSING CAP-

INSTAll GAUGES- ILLARY TUBE INSTALLATION - IN-
CHECK AND CORRECT STALL CORRECTLY AND CHECK
PROBLEM IN SYSTEM OPERATION

REFER TO REFRIGERATION SYSTEM COOLS AND CYCLES AT CYCLES ABOVE SPECIFIED

TESTS AND DIAGNOSIS CORRECT TEMPERATURE t--_.__~ TEMPERATURE

ROAD TEST TO VERIFY OPERATION ...,__ _ _ _ _ _ _ _--~._ _ _ _ _ _ _ --i: REPLACE THERMOSTAT I

AND CHECK COWL VENTS FOR AIR
LEAKAGE
 AIR CONDITIONING 13A-5

lures and pressures is based on in-

Engine
shop or service stall operating condi-
Speed Ambient Average Discharge Head Suction
tions and may be used as a guide
RPM Temperature Air Temperature Pressure Pressure
when diagnosing system operation.
Should the existing ambient temper- 600
1500 45 110# 9#
ature vary from those listed on the 450
1500 70 135# 10#
chart, overages may be calculated.
1500 80 46 170# 114=
A thermometer should be inserted 900
1500 47 190# 12#
in the air discharge outlet to measure
1500 100 48 220# 14#
the discharge air temperature.
1500 110 48 2757:- 18:
Coflnect the gouge set to the com-
pressor service valves and "crock" both
valves. Operate the system with the
Blower Fan Inoperative ant until the bubbles disappear - then
engine at 1500 RPM and the thermo-
Temperature Control Thermostat add an additional Ys of a pound.
stat turned fully clockwise. Insert a
Does Not Cut-out
thermometer in the discharge air outlet NOTE: During operation, properly
Moisture or Freeze-up
and observe the air temperature. charged and completely discharged sys-
Expansion Valve
If the system does not cool the a ir tems will appear simi/or through the
and the suction gouge indicates a very sight gloss because of o lack of bub-
High Suction Pressure
low pressure or a vacuum, a restriction bles. To distinguish between the two
in the "Low" side is indicated. situations, bubbles appear in a charged
leaky or Broken Compressor Valves
f.loisture in the system may freeze system as the initio/ surge of refrigerant
Low Charge
in the expansion valve orifice causing posses the sight glass upon starting the
Clutch Slipping
a restriction. This is detected by cooled system.
Loose Belts
air being discharged prior to the suc-
Expansion Valve
tion pressure decreasing into a vacuum. SERVICE VALYES
In some cases, the suction pressure will The discharge and suction service
low Head Pressure
cycle between normal pressure and a valves ore mounted on the compressor
vacuum. Moisture in the system is cor- cylinder head. The suction and dis-
Low Charge
rected by discharging, evacuating and charge lines are connected to the com-
Leaky or Broken Compressor Valves
charging the system following the out- pressor at the valves.
lined procedures. The valves hove three positions.
High Head Pressure
A condenser core that is blocked by The normal operating position is
leaves, bugs, or dirt will a lso cause with the valve stem turned counter-
Condenser Air Passages Clogged
high head pressures. The condenser clockwise to the full out position. As
Air in System
core fins should be kept clean. shown in Figure 5, this opens the line
Radiator Fan Belt Slipping
A low charge is usually ind icated by port and closes the gouge part.
Excessive Charge
a long cycling period and higher suc-
Engine Over-Heating
tion pressure. Bubbles will also appear
Restriction in Discharge Line
in the sight g lass. The system must be
Restrictions on Outlet Lines of Con-
leak tested before charging to deter-
denser
mine the cause of the low charge. Add-
Restriction of Receiver
ing refrigerant to a system suspected of
Filters or Screens Plugged
being low in charge is purely guess 170230
work and does not insure the proper
Compressor Noisy with l ow Suction
functioning of the unit. FIGURE 5 - Service Va lve -
Pressure
In Operating Position
Excessive O il When the valve stem is turned
GAUGE PRESSURE -
clockwise to the full in position, the
Conditions a nd Probable SIGHT GLASS va lve closes the line part and opens
Cause A sight glass in incorporated into the
the gauge port (Fig. 6).
outlet fitting of the receiver. The sight
low Suction Pressure g lass offers a quick check of a system's
refrigerant level. Bubbles will appear
Filter or Screen Plugged in the sight glass of a system which is
Liquid Line Plugged not properly charged.
Expansion Valve Super-Heat Setting The sight glass may be used as an 170231
too High aid in adding to the charge of a sys-
Expansion Valve Plugged with Dirt tem which is low on refrigerant. With FIGURE 6 - Service Valve-
or Moisture system operating, slowly add refriger- line Po rt Closed
13A-6 AIR CONDITIONING

The valve in the midway position,
"crocked," opens both the gouge Port
and the line port; this is the usual
servicing position with the gouges in-
stalled (Fig. 7).
close the respective gouge connections
to the center service connection or to
each other. Pressure will be indicated
on the gouges regardless of valve po-
sition.

Connecting Gauge Manifold

FIGURE 7 - Service Valve -
" Crocked"
PRESSURE GAUGE SET
The Gouge Manifold Set is used to
service the system (Figure 8).
Set
Close both hand valves on the
gouge set.
Connect the compound gouge to the
compressor suction service valve gouge
port.
Connect the high pressure gouge
line to the discharge service valve
gouge port.
"Crock" both compressor service
valves, the gouges will indicate the
pressures in the "low'' and "high" sides
respectively.
The air conditioning system may be
operated with the gouge set connected
in this manner. The gouges will indi-
cate the respective operating pressures.

DISCHARGING THE SYSTEM FIG URE 9 - Va lve Positions

FIGURE 8 - Gouge Manifold Set
The left hand gouge is a compound
gouge calibrated 0 to 150 pounds
pressure and 0 to 30 inches vacuum.
The compound gouge is connected to
the suction service valve to check the
"low side" pressure or vacuum.
Never connect the compound gouge
to the discharge service valve.
The right hand gouge is the high
pressure gouge and is calibrated 0 to
300 pounds pressure.
Both gouges ore calibrated for "0"
at sea level atmospheric pressure.
Three connections ore provided on
the manifold. The left connection is
used to connect the compound gouge
to the suction service valve.
The right hand connection is used
to connect the high pressure gouge to
the discharge service valve.
The center connection is used for
servicing operations.
The hand shut off valves open or
Connect the gouge set to the proper
compressor service valves.
Open the compound gouge hand
valve.
Close the high pressure gouge hand
valve.
"Crock" the compressor suction serv-
ice valve. The refrigerant gas will be
released through the gouge set center
service line (Fig. 9).
Release the charge slowly. Compres-
sor lubricating oil is mixed with the
refrigerant in the system and will be
carried out with the gas if discharged
too rapidly. The loss of oil should be
prevented.
Discharge the system whenever lines
or units must be disconnected.
EVACUATING THE SYSTEM
Whenever on air conditioning system
has been opened to the atmosphere
for ports replacement or a service
operation - other than compressor
servicing - it must be evacuated, be-
fore recharging to function properly.
To properly evacuate a system, a
vacuum pump must be used and when
operated for the prescribed length of
time traces of moisture will be removed
from the system.
Inlets and outlets of both units must
remain copped when not in use to
for Discharging
prevent dirt and moisture from enter-
ing. Maintain the units according to the
manufacturer's instructions.
Evacuation Procedure With a
Vacuum Pump
Connect the gouge manifold set to
the compressor service ports. The red
hose is connected to the compressor
discharge service port and the right
hand high pressure gouge of the
gouge manifold set. Connect the blue
hose to the compressor suction service
port and the left hand compound
gouge of the manifold set. Never con-
nect the compound gouge to the dis-
charge service port. Connect one end
of the white hose to the center connec-
tion on the gouge set manifold.
The system must be completely dis-
charged prior to exocuoting. Do not
discharge the refrigerant through the
vacuum pump.
Connect the loose end of the white
hose to the inlet port of the vacuum
pump (Fig. 10).
Open both valves on the gouge
manifold set by turning counterclock-
wise.
Remove the plastic cap from the
vacuum pump exhaust hose.
Operate the vacuum pump for 20

FIGURE 10- Evacuating System W ith Vacuum Pump
minutes after the compound gauge il'l-
dicates 26-28 inches of vacuum. Mois-
ture in the system will be removed by
this process.
A vacuum of 26 to 28 inches of
mercury is at sea level elevation. When
performing this operation at above
sea level conditions, deduct one inch
of vacuum for every 1,000 feet of ele-
vation.
Turn off both valves on the gauge
set manifold and then turn off the
vocuum pump.
The system is now ready to be
charged.
LEAK TEST PROCEDURE
A system must contain on adequate
quantity of refrigerant to properly
perform o leak test. If a system is
completely discharg~. evacuate and
install ~ pound of refrigerant.
External leaks ore detected and lo-
cated with Halide Torch.
The torch uses propone fuel and is
equipped with on "Exploring Tube."
Air drown into the tube by the torch,
contacts o heated copper reactor ring
in the torch. If refrigerant gas is pres-
ent in the sampled air, the normally
light blue flame will change to o green
color. The color will range from o yel-
low to green or blue to purple accord-
ing to the amount of Freon present.
AIR CONDITIONING
High Pressure Gouge
Halide Torch Operation
Open the Halide Torch valve slight-
ly and light. When the copper reactor
ring is hot (glows), adjust the flame to
%" above the reactor ring.
The smaller flame is more sensitive
to refrigerant.
Hold the open end of the exploring
tube close to each point and connec-
tion passing the end around the joint.
Refrigerant gas is heavier than air,
therefore, leaks may be more readily
detected on the lower side of the areas
being checked.
CAUTION: A void breathing the poi-
sonovs fvmes and block smoke pro-
duced when refrigerant is added to the
torch Rome.
FIGURE 11 - Halide leak Detector
13A-7
Correct all leaks, discharge, evacu-
ate, and leak test before fully charg-
ing the system.
A mixture of litharge and Glycerine
may be used to seal threaded con-
nections.
Correct leaks at solder joints using
silver solder and silver solder flux.
CAUTION: Never solder on the sys-
tem until refrigerant has been com-
pletely discharged and evocvoted.
CHARGING THE SYSTEM
The recommended charge for the
system is 2 pounds of R-12.
Charging Procedure With A
Multi-Dispenser
CAUTION: Protect eyes with goggles
whenever pressurized refrigerant is be-
ing handled.
To install the correct a mount of re-
frigerant, R-12, use an accurate scale
to weigh the cons before and during
the charging operation.
Evacuate the system.
Disconnect the white hose at the
vacuum pump and connect it to the
center of the Multi-Opener Refrigerant
Dispenser. Turn the four petcock valves
ond the dispenser completely clockwise
to close.
Check the manifold to can gaskets
to be certain they are in place and will
seal properly. Screw the refrigerant
can on clockwise to obtain a itght seal
and to puncture the con (figure 12).
Turn counterclockwise to open the
petcock valve at one can. loosen the
charging line at the gaug& set mani-
fold for one or two seconds to allow
refrigerant gas to purge air from the
line. Hand tighten the hose connection.
Open the high pressure gauge hand
valve to admit ~ pound of refrigerant
- ~ of con - into the system. This
will be indicated by the weight re-
moved from the can or approximated
by a frost line on the outside of the
con. Close the petcock valve to shut
off supply.
With this portial charge in the sys-
tem, it is possible to detect and locate
leaks with Halide Torch Tool.
Correct a ll leaks, discharge, evocv-
ate and leak test again before fully
charging the system.
If a leak was not detected, a nd all
of the partial charge remained in the
13A-8
system, the required amount of refrig-
erant may be added to the partial
charge to bring refrigerant in system
to the prescribed operating quantity.
NOTE: To speed up the charging
process, the refrigerant cons may be
immersed in worm water not to exceed
the temperature or pressure indicated
on the refrigerant cons being used.
Refrigerant Dispenser
FIGURE 12- Charging System With Multi-Dispenser
Close the high pressure gauge hand
valve and open the compound gauge
hand valve.
Open the petcocks at one or two of
the refrigerant cans.
Start the engine and operate the
air conditioner.
Refrigerant will then enter the "low
side" of the system due to the com-
pressor pumping action.
When the correct quantity of refrig-
rant is in the system, close the gauge
set hand valves and observe the "high
side" and "low side" pressures.
NOTE: At normal room temperatures,
the ''head'' pressures should not exceed
275 pounds per square inch.
Operate the system 10 to 15 minutes
to normalize and determine if the sys-
tem will cycle properly.
PURGING AIR FROM SYSTEM
The gauge set is not connected for
this operation. The system should re-
AIR CONDITIONING
main idle for several minutes after the
compressor has been operating. Then
remove the cap from the gauge port
on the discharge service valve.
"Crack" the discharge service valve
to slowly release air from the system.
Cover the gauge port with a cloth to
prevent oil or refrigerant from contact-
ing persons or the vehicle's finish.
Compressor
COMPRESSOR
The compressor, an engine belt driv-
en two cylinder reciprocating type, is
attached to the engine with a mount-
ing bracket.
The compressor mounting brackets
ore illustrated in Figures 13 and 14.
Compressor Diagnosis
The compressor should be warm ~o
perform accurate tests.
Turn in both service valves to isolate
the compressor. Completely discharge
the refrigerant from the compressor.
Install the gauge set. Open the com-
pound gauge hand valve and close the
high pressure gauge hand valve.
Start the engine, then turn the com-
pressor on. Pressure will build-up
rapidly Stop the compressor at 150 to
200 pounds pressure. The pressure
should hold if the discharge valves are
operating properly. Loss of pressure
indicates leaking compressor discharge
valves.
Compressor Belt
The compressor clutch pulley must be
aligned with the engine drive pulley.
The drive belt must leave and ap-
proach the pulleys in a straight line.
Belt tension is adjusted by the idler
or power steering pump mounting
bracket.
The power steering or idler pulley
brackets are illustrated in Figures 13
and 14.
Belt tensions are important; inspect
at time of new car pre-delivery in-
spection and at subsequent Protective
Maintenance intervals.
A Belt Tension Gauge will provide
accurate belt tension adjustments. In-
stall the gauge on the longest ac-
cessible belt span; tension should be
105 to 125 pounds on a belt with pre-
vious service.
New car pre-delivery tension should
be 105 to 125 pounds.
When a new belt is installed, it
should be adjusted to 125-145 pounds
strand tension to compensote for the
initial run-in loss that occurs within
the first several minutes of operation.
The required belt tension to operate
the air conditioning compresor and
other engine driven accessories is 105
to 125 pounds an9 should be measured
after the initial run-in period.
A characteristic of the Dacron type
belt used to drive the AC compressor is
to increase tension rather than
stretch when subjected to heat. The loss
in belt tension which can be observed
after the initial run-in is the result of
wear-in which allows the belt to ride
deeper in the V-groove of the pulleys.
If a belt is run with less than the
specified tension, slippage can occur
which can cause the belt contact sur-
faces to become glazed. A glazed belt
has lost some of its load carrying
capabilities and may slip even when
adjusted to specified belt tension.
Therefore, it is important that the
specified belt tension be maintained.
NOTE: New belt tension specifica-
tions apply only to service replacement
belts. Once a belt has been tensioned
and run it is considered a used belt and
should be adjusted to used belt speci-
fications.
Isolate Compressor
It is not necessary to discharge the

FIGURE 13 - Compressor Mounting Brackets and Idler Pulley- Six Cylinder
system for compressor removal. By
turning the service valves to the right,
the compressor can be isolated from
the remainder of the system, thereby
eliminating the need to recharge.
Tighten the gauge port caps on both
service valves. Turn in both service
valves to the full clockwise position.
Slowly loosen the gauge port cap
on the discharge service valve to re-
lease the refrigerant from the com-
pressor.
The compressor is now isolated from
the remainder of the system and the
refrigerant lines and service valves can
be removed as complete assemblies.
Place protective covers or caps over
the compressor head fittings
Compressor Removal
Isolate the compressor and remove
the service valves and lines.
AIR CONDITIONING
loosen and remove the compressor
belt.
Disconnect the clutch wire.
Remove the compressor mounting
bracket to engine attaching bolts and
nuts.
Remove the compressor and the
bracket as an assembly and place on
bench.
Remove the bracket and bracket
attaching studs.
Compressor Service
The majority of the compressor ports
are made of aluminum alloys, there-
fore, use care when servicing not to
nick, scratch or mar the parting sur-
faces.
When assembling, all bolts must be
tightened evenly and to the correct
torque.
Cleanliness is of utmost importance
13A-9
to prevent dirt from entering the sys-
tem or loading on ga.skets or parting
surfaces.
Clean all parts to be re-used in suit-
able petroleum base solvents.
Compressor Seal
All seal parts must be replaced if
the Halide leak Detector indicates an
R-12 leak at the seal.
NOTE: A small amount of oil around
the shaft seal is normal and does not
indicate a seal leak. All seal ports were
dipped in oil of the time of assembly
and operation may force out surplus
oil.
The seal components ore shown in
Figure 15.
The compressor seal is serviced in a
kit form.
Discharge the remaining refrigerant
in the system, then "back seat" both
service valves to prevent air, moisture
and dirt from entering the system.
Remove the service valves from the
compressor and install plastic plugs in
both suction and discharge compressor
ports.
Remove the compressor for subse-
quent bench work.
Remove the clutch pulley and Wood-
ruff Key from the compressor shaft.
Remove the seal plate cap screws
and washers, pry the seal plate loose
and remove. Pry behind the seal drive
ring, that port of the seal assembly
farthest bock on the shaft, and remove
seal assembly.
Clean the new seal assembly com-
ponents in clean refrigeration oil.
NOTE: Cleanliness, careful handling
ad clean refrigeration oil is important
for successful seal replacement.
Push the seal assembly, less the car-
bon ring if loose, over the compressor
shaft with the carbon ring retainer fac-
ing out. Move the assembly in and out
on the shaft to seat the neoprene ring
on the shaft. Push the assembly in un-
til the seal retainer assembly contacts
the bearing race. If the carbon ring
was loose, position it in the ring re-
tainer with the polished side out. The
carbon ring must seat in the retainer.
Coat the mating surfaces of the
compressor and seal plate with a film
of refrigeration oil. Position the seal
13A-10
FIGURE 14- Compressor Mounting Brackets and Idler Pulley- V-8
Bock Plate "0" Ring
Bottom Plate Gasket
FIGURE 15- Compressor Seal Components and Gaskets
ring in the groove on the compressor.
Install the seal plate with the polished
face toward the carbon ring.
Install the seal plate cop screws and
tighten evenly while rotating the com-
pressor shaft. Center the seal plate on
the shaft by lightly topping the plate.
Tighten the cop screws in a diagonal
pattern to 90 Inch Pounds of torque.
Back Plate "0 " Ring Seal
Do not replace the bock plate "0"
ring seal unless a leak is definitely de-
tected in that area.
Isolate compressor or discharge sys-
tem.
AIR CONDITIONING
Front Seal Assembly
l71021
, Remove compressor assembly and
place on bench.
Remove four screws from the back
plate. Remove the housing by gently
prying it loose from the crankcase. Pry
in such a manner to pull parallel to
bearing surface.
Remove "0" ring seal from back
plate.
Apply a light film of refrigerant oil
to the cleaned bock plate to permit
easier installation of the new "0" ring
seal. Position "0" ring .seal on back
plate.
Install back plate over rear bearing
and into the crankcase. Install four
screws and tighten in a diagonal pat
tern to 9- 17 Foot Pounds of torque.
Head and Valve Plate
The compressor head service valve
parts are identified "D" or Discharge
and "S" or Suction.
Prior to servicing the head and/or
valve plate, isolate the compressor.
Remove the service valves. Then re-
move the compressor head cap screws.
The compressor head is aluminum,
therefore, use care not to damage the
sealing surface. Pry or top under the
ears, which extend from the valve
plate to remove the head and valve
plate. Tap the ears on the valve plate
while holding the head to separate
the head from the valve plate. Do not
tap the head to separate the head and
valve plates.
Figure 16, illustrates the head and
valve plate assembly sequence.
e
~ow..,..v.,.
<@
~ -----Suction Valve
<:>
~ l71020
FIGURE 16- Head and Valve Plate
Assembly Sequence
Clean all gasket material from the
head, valve plate or compressor using
core not to scratch or nick the surfaces.
Coat all machined sealing surfaces
with a light film of refrigeration oil.
Position a dry valve plare gasket on
the compressor body, locating the
gasket on the dowel pins.
Install the valve plate on the com-
pressor, locate on the dowels so the
discharge valves ore to the top. (I.E.
discharge valves ore the smaller as-

semblies with a restrainer over the
valves.)
Place a dry gasket on the valve
plate, locate on the dowel pins.
Install the head on the compressor.
Coat the service valve port and
valve sealing surfaces with a light film
of refrigeration oil.
Tighten the compressor head cop
screws to 15 Foot Pounds with o torque
wrench following the sequence out-
linea in Figure 17.
FIGURE 17 - Compressor Head
Capscrew Tig htening Sequence
Bottom Pla te Gasket
Use care when removing the com-
pressor bottom plate to prevent dam-
aging the sealing surface. Carefully
remove any adhering gasket material,
do not mar the surfaces.
Apply o light film of dean refrigera-
tion oil on the metal sealing surfaces.
Position o dry bottom gasket and
install the bottom plate. Torque the
cop screws evenly to 150 Inch Pounds
of torque.
Compressor Oil level
Initially the compressor has 7 ounces
of 280 to 300 Seybolt refrigeration oil
in the crankcase.
In normal operation, o small amount
of oil is always circulating with the
refrigerant in the system.
Unless the system has developed o
leak, the oil level will remain the some
in the system.
The oil level should be checked
whenever the system is discharged for
o service port replacement especially
after o rapid loss of refrigerant oc-
AIR CONDITIONING
cured because of o ruptured line, etc.
The compressor oil level is checked
with the compressor in its operating po-
sition.
The oil check plugs ore located on
either side of the compressor crank-
case.
It is important when checking the oil
level, that the system has been oper-
ated and the vehicle interior air cooled
to the desired temperature. This proce-
dure is necessary because the amount
of oil entrained in the system will hove
stabilized and on accurate operating
oil level con be attained.
Connect the service gouge set to the
compressor service valves and "crock"
the service valves.
Start the engine and operate the air
conditioning system.
SlOWlY turn the suction valve stem
clockwise toward the line port dosed
position. When the suction pressure is
reduced to zero or less, stop the en-
gine and compresor and quickly turn
in the suction service valve to the line
port dosed position. The suction pres-
sure should be slightly above zero.
Fully turn the discharge service valve
to the line port closed position.
After the service valves ore fully
opened and in operating position, o
slight pressure will develop in the com-
pressor crankcase, due to remnants of
refrigerant mixed in the oil. loosen the
crankcase oil check plug slowly and
bleed the internal pressure. When the
pressure is relieved, remove the plug
and check the oil level.
Fabricate a dip stick rod.
The crank position can be felt with
the dip stick to properly position the
crank for an oil level check.
Hold the dip stick as vertical as pos-
sible, at the lowest accessible point;
the oil depth should be within the spec-
ified levels indicated in Figure 18.
=Fil
t- f~ .f~ ~
Hori~ontal
This End fo r V--(" ~...
Mounted Compressors tf i~
This End for Vertical
Mounted Compressors
l70237
FIGURE 18 - O il Dip Stick
13A-11
CAUTION: Refrigeration oil is pocked
moisture free originally. The oil will
quickly absorb moisture, therefore, the
container should not be opened until
ready to use, and recapped immediately
after use.
The oil check plug uses an "0" ring
seal. When the "0" ring is installed on
the check plug, be sure the ring is not
twisted. Do not overtighten the plug.
Oil filler plug leaks ore usually due to
o damaged "0" ring or dirt on the
seat.
When installing a new compressor,
the oil level must be checked in the
compressor being replaced prior to
removal. The replacement compressor
oil level must be ad justed to corre-
spond with the replaced compressor.
Compressor Insta lla tion
Bench assemble the mounting
bracket to the compressor.
Install the compressor and brocket
assembly to the engine.
Install the compressor drive belt and
adjust to proper strand tension.
Attach the compressor service valves
and lines.
Purge the compressor and open the
service valves.
Connect the clutch wire.
Purging The Compressor
The compressor must be purged of
air whenever the oil level is checked
or the compressor is disconnected with- ~
out discharging the system.
After the compressor is connected to
the charged system, cop the service
gouge ports on both service valves..
Turn out the suction service valve; this
will permit the refrigerant to enter
the compressor. loosen the discharge
service valve gouge port cap to per-
mit the refrigerant to bleed through
the compressor and remove any air.
Tighten the gouge port cap and turn
out the discharge service valve.
MAGNETIC CLUTCH
The magnetic dutch consists of o
stationary electro-magnetic coil, and o
pulley and plate assembly which ro-
tates.
The magnetic coil is mounted on four
bosses on the compressor. The pulley
and plate assembly is mounted on the
13A-12
compressor shaft. When the air condi-
tioner is off, the pulley is free to turn
on the clutch hub bearing. When the
clutch is energized, the plate is mag-
netically attracted to the pulley and
turns the compressor crankshaft.
Do not attempt to replace the bear-
ing or clutch plate of the pulley as-
sembly. These units are serviced as a
complete pulley assembly. The coil is
serviced as a separate unit.
NOTE: Special cap screws are used
to insure the coil is positioned properly
on the compressor.
Diagnosis for Noisy Clutch
Spin the pulley by hand. There must
not be interference between the field
and the rotor assembly. The clutch
coil must be mounted properly using
the special copscrews which position
the field coil to the compressor.
Pulley bearing damage con be felt
when spinning the pulley. Do not at-
tempt to replace the bearing.
A new clutch may emit a short
squeal when initially engaged. After
a few cycles of operation the noise
will disappear.
Clutch Removal
loosen the compressor belt ad just-
ment and remove the belt. Do not dis-
charge the system for clutch service.
Energize the clutch if possible, or,
use spanner wrench to hold the clutch
plate to remove the clutch to shaft at-
taching bolt and washer.
Install a %"-11 standard thread
bolt in the threaded center of the
clutch plate. Tightening the bolts pulls
the clutch from the shaft.
CAUTION: Do not pry clutch to re-
move.
Remove the four cop screws which
retain the magnetic coil.
When installing the magnetic coil it
is important to use the four special cop
screws provided with a replacement
unit or the original retaining cop
screws. These cop screws ore used to
insure the coil is positioned properly on
the compressor. Tighten these cop
screws to 7-10 Foot Pounds of torque.
Install the Woodruff Key on the
compressor shaft. Align the clutch as-
sembly with the key when installing
on the shaft. Install the attaching bolt
AIR CONDITIONING
and tighten to 20 Foot Pounds of SYSTEM CONTROLS
torque. Energize the clutch to hold the
unit when tightening. Remove the screws around the con-
trol panel and carefully pull the panel
from the housing (Fig. 19 and 20).
Clutch Diagnosis
Follow the Air Conditioning Mag-
netic Clutch Diagnosis Guide.
CONDENSER
Removal
Remove fan shroud to radiator at-
taching screws.
Drain and remove radiator.
Discharge refrigerant in system.
Disconnect the condenser inlet and
outlet. Cop the lines to prevent dirt
and moisture from entering.
Remove the condenser mounting
screws and the condenser.
Installation
Set the condenser in place and in-
stall attaching screws.
Connect the hoses to the condenser. Thermostat Capillary Tube
Insta ll radiator and fan shroud. Blower Motor Switch
721)9
Evacuate, leak test and charge the
refrigeration system.
FIGURE 19- A.C. Control Panel
and Wiring - Commando
RECEIVER/DRYER
The system must be discharged for
receiver/dryer removal.
Keep both ports of the receiver/
dryer tightly copped to prevent the
entrance of moisture while unit is dis-
connected from the system.
EXPANSION VALVE SERVICE
The valve is pre-set and should not
be adjusted.
A valve malfunction requires re-
placement.
Discharge the system.
lower the evaporator housing from
under the instrument panel.
Remove the insulation wrapped
around the suction line and the expan-
Thermostat Capillary Tube
sion valve. Disconnect the inlet and
72028
outlet connections.
FIGURE 20 - Control Panel and
EVAPORATOR HOUSING Wiring- Wagoneer and Truck
Discharge the system.
Remove the refrigerant lines at the
compressor and at the receiver/dryer. The thermostat and the fan control
Cop a ll hose ends and outlets. ore both mounted to the panel with
Disconnect the electrical connections hex nuts located under the control
to evaporator housing. knobs.
Remove the housing.
 AIR CONDITIONING 13A-13

AIR CONDITIONING MAGNETIC CLUTCH DIAGNOSIS

NORMAL PRELIMINARY CHECKS

1. Compressor Drive Belt Tension.
2. Place the ignition switch to "ON" position.
3. Check to see if clutch is engaged when the thermostat is turned on and the blower
is operating at low speed.

I
I Clutch Inoperative I
I
Connect a jumper wire from the battery to the clutch lead
harness wire terminal in the engine compartment.

I
I
Clutch operates I rClutch inoperative l
Disconnect black wire from thermostat and reconnect
I
rCLUTCH COIL FAULTY l
jumper wire from the battery to the black wire.
I
I I
I Clutch operates I I Clutch inoperative I
I I
Connect black wire to thermostat and I BROKEN WIRE TO CLUTCH LEAD I
disconnect brown wire. Turn thermostat
to "ON" and contact jumper wire to
brown terminal.
l
I l
I Clutch operates I I Clutch inoperative 1

I
Connect jumper to brown terminal on
I
I Faulty thermostat. 1
fan switch.
I
I I
l Clutch operates I I Clutch Inoperative I
I
Connect jumper wire to center (feed)
1
Brown wire broken between fan switch
terminal on fan switch. and thermostat.
I
I l
( Clutch operates I ( Clutch Inoperative I
I I
l Wire to switch faulty 1 r Switch defective I
13A-14 AIR CONDITIONING

J...S418-368 J...s418-48W J...s418-36R

Charging lines

J-6 105 J...s.c53

1/4 " Rachet Goggles

J-6084
leak Detector

J...s725-04
Gauge Set

J-23178 J-6272.01
Vacuum Pump # 4 Multi-opener

FIGURE 21 -Air Conditioning Tools

 BODIES-PANELS-
SUBASSEMBLIES- FRAMES
Page
GENERAL FRAME CONSTRUCTION .... . ............ 1
rJ:lF.!..KlNG FRl-ME ALIGNMENT .................... 4
FRAME DIMENSIONS ... .. ........................ 4
FRAME STRAIGHTENING .......................... . 4
FRONT AND REAR AXLE ALIGNMENT . . . . . . . . . . . . . . . . 4
FRAME SPECIFICATIONS .......................... 5
GENERAL BODY CONSTRUCTION . . . . . . . . . . . . . . . . . 5
BODIES - SKELETION ......... . ... .. ............. . 5
INDIVIDUAL PANELS AND ASSEMBLIES .. ............ 5
14-1
Page
REPLACEMENT OF NEW PANELS ...... .............. 5
DOORS ...................................... 5
FRONT AND RtA~ l30Ml't~ ........................ ':,
FRONT END SHEET METAL PANELS .................. 5
HOOD ........................................ 6
FRONT FENDER AND APRON REMOVAL . . . . . . . . . . . . . 7
FRONT FENDER AND APRON INSTALLATION ......... 7
RADIATOR GRILLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REAR QUARTER OUTER PANEL ................ ..... 9

@Radiator Body @Body Body Body

Guard Hold Down Hold Down Hold Down Hold Down
Hold Down
~
~
~
&
u <9
~
~
e
1 (!)

<!)
~
(:9
~
~
! (!)
e 4 ! (!)
0

I
I
~
A. Frame for CJ-5
8. Frame for CJ-6

1. 8.4.00'' WhMibose (CJ.$)

10.
11.
12.
13.
38..40"
.48.64"
10.63"
4.4.69"
0
c
2. 29.25" 14. 3.19"
0
3. 1.4.62" 15. 47.88"
... 39.36" 16. 131.38" (CJ.$) 0
5. 31.50" 17. 10.4.00" Wheelbase (CJ-6)
6. 32.12" 18. 151.38" (CJ-6)
7. 31.50 " "A" DIM: 0
8. 24.72" 9.81" 3-Speed TronJmission 0
9. 42.26" 14.4.4" "-Speed TronJminion

GENERAL FRAME 0

CONSTRUCTION
The frame is the foundation and
structural center of the vehicle. In ad-
dition to carrying the load, it mounts
and supports the power unit while
maintaining correct relationship and
alignment of the power train. This
relationship assures normal functioning
of the units and freedom from exces-
FIGURE 1 - Frame - CJ-5/ CJ-6
sive wear, stress and strain. Of rugged
design, the frame is constructed of
heavy channel steel side roils and
crossmembers. The crossmembers main-
tain the proper positions of the side
ln091
roils in direct relationship to each
other, thereby, providing maximum re
sistonce to torsional twist and strains.
Figures 1 through 5 illustrate frames
for all models.
14-2 BO DIES - PANELS - SUBASSEMBLIES - FRAMES

1. 104.00" 13. 53.52"

2. 29.25" 14. 164.88"
3. 14.62" 15. 41.00"
4. 33.25" 16. 5.22"
5. 11 .88" 17. 19.96"
6. 23.75" 18. 34.78"
7. 33.25" 19. 63.72"
8. 32.25" 20. 23.72"
9. 39.20" " A" DIM:
10.
11.
24.72"
51.16"
@ Radiator Guard Hold Down Body Hold Down 4.93" 3..Speed Transmission
9.56" 4-Speed Transmission
12. 44.52" 14.31" Automatic Transmission
~------------------------(01----------------------

T'
!~~~~~~~~~
L72092

FIGURE 2 - Frame - Commando

1. 11 0" Wheelbose \P'":.:z:"""'"t;;;;;;;:;;;;~2i"""""="'? 12. 20.00''

2. 34.25" 13. 36.31"
3. 30.00" 14. 42.87"
4 . 15.06" 15. 5.13"
5. 42.44" 16. 13.69"
6. 42.50" 17. 45.31"
7. 45.88" 18. 13.00"
8. 37.30" 19. 7 .00"
9. 46.75" 20. 42.49"
10. 52.60" 21. 52.36"
11. 21.12" 22. 173.96"
@- Bod y Ho ld Down @- Radiator Guard Ho ld Down

fiGURE 3 - Frame - Wagoneer

 BODIES - PANELS - SUBASSEMBLIES - FRAMES 14-3

1. 120" wh..lbo.. 9. 41 .12"

2. 3<'.38" @ 10.
11.
40.00"
48.79"
3. 17.18" Radiator Guard Body Body
4. 42.56" Hold Down Hold Down 12. 42.78"
Hold Down
s. 4.5.88" 13. 6.72"
14. .51.37"
6. 4.5.72"
7. 44 .50" 1.5. 13.79"
8. 46.7.5" 16. 183.7.5"

~------------------------------------{16r---------------------------------------~

172033
FIGURE 4 - Frome- J-2000 Series Truck

9. 6.72"
1.
2.
132" WhMibo..
34.38" @
Body 10. 41.1 2"
Radiator Guard Body
3. 17.18" Hold Down 11. 40.00"
Hold Down Hold Down 12. 60.69"
4. 42 ..50"
s. 4.5.88" c~, 13. 42.78"
14. .56.48"

~
6. 4S.n "

J1 1lt
7. 44..50" 1.5. 7.89"
8. 46.7.5"

'ttr;r; -::r ~
16. 196.7.5"

.~--------------------------------------~16~--------------------------------------~

FIGURE 5- Frame- J-4000 Series Truck 172035

14-4 BODIES -
In the event of collision damage,
it is important that the frame align-
ment be checked and, if necessary,
realigned to frame dimensions shown
on the individual dimension charts.
Also wheel geometry and axle align-
ment should be checked.
CHECKING FRAME
ALIGNMENT
The most efficient and satisfactory
method of checking frome alignment
is with a frame alignment machine
and fixture equipped with the neces-
sory gauges and bending tools for
straightening the frame members. No
attempt will be made in !his manual
to imply or instruct in the use of such
equipment as each manufacturer of
frame straightening machines furnishes
required operating instructions. If a
frame straightening machine is not
available, frame alignment may be
determined by using the "X" or diag-
onal method of checking from given
points on each side rail. Figure 6
illustrates the method of checking the
frame. Figures 1 through 5 provides
frame checking dimensions.
The most convenient method of mak-
ing this check, particularly when the
body is on the chassis, is by marking
on the floor all dimensional points
from which measurements should be
taken. This is known as "plumb-bob-
bing" the frame. Select a space on
the floor which is extremely level. If
working on a cement floor, clean it
so that the chalk marks will be visible
underneath the frame to be checked.
If working on a wooden floor, it is
advisable to lay sheets of paper under-
neath the vehicle and carefully tack
them in place. Drop a plumb-bob from
each point indicated in Figure 6, mark-
ing the floor directly underneath the
point. Satisfactory checking depends
entirely on the accuracy of the marks
in relation to the frame.
FIGURE 6 - Typical Frame Assembly
PANELS - SUBASSEMBLIES -
SPRING HANGER STEP DIMENSIO NS
VEHICLE 1 -
CJ-5
CJ-6
Commando
Wagoneer
Truck, J-2000
Truck, J-4000
To check points that have been
marked, carefully move the vehicle
away from the layout on the floor,
and proceed as follows:
Check the frame at front and rear
end using corresponding marks on the
floor. If widths correspond to frame
specifications, draw a center line the
full length of the vehicle, halfway be-
tween the marks indicating front and
rear widths. If frame width is not cor-
rect and the center line cannot be
laid out from checking points at the
end of frame, it can be drawn through
intersections of any two pair of equal
diagonals.
With the center line correctly laid
out, measure the distance from it to
several opposite points over the entire
length of the frame. If the frame is
in proper alignment, opposite measure-
ment should be the same.
To locate the points at which the
frame is sprung, measure the diag-
onals marked AB, BC, and CD as
shown in Figure 6. If the diagonals
in each pair are within Ys", that part
of the frame included between points
of measurement may be considered as
satisfactorily aligned. These diagonals
should also intersect at the center line.
If the measurements do not agree
within the above limits, it means that
a frame alignment correction is neces-
sary and will have to be made be-
72811
FRAMES
FRO NT SET 2 - REAR SET
4.15" 3.22"
4.27" 3.34"
5.96" 4.94"
6.04" 2.37"
4.57" 2.49"
4.53" 1.35"
tween those points that are not equal.
NOTE: During the process of straight-
ening the frame, be extremely careful
not to overstretch the frame. This could
cause the already aligned sections of
the frame to become misaligned or
weakened.
FRAME DIMENSIONS
Points for checking frame alignment
are illustrated in Figures 1 through 6.
The correct dimensions are provided
in the legend that accompanies each
illustration.
FRAME STRAIGHTENING
A bent or twisted frame may be
straightened provided the extent of
misalignment is not excessive. To avoid
weakening the frame, straightening
should be performed without the ap-
plication of acetylene heat. It is rec-
ommended that severely damaged
frame parts be replaced.
NOTE: A technique known as "con-
trolled heat" can be utilized where a
frame section is "squashed'' and must
be brought out without "tearing" or ex-
cessive stretch to the metal.
FRONT AND REAR AXLE
ALIGNMENT
When the frame is properly aligned,
the front axle alignment to the frame
should also be checked. The front axle
is square with the frame if the distance
between the front and rear axles is
the some on both sides.
The distance from the spring upper
bushings to the axle on both sides
should be equal. Check both axles.
NOTE: Always inspect the springs for
broken spring center bolts when check-
 BODIES -
NUMBER OF
VEHICLE CROSSMEMBERS
CJ-5 5 29.25"
CJ-6 5 29.25"
Commando 4 29.25"
Wagoneer 5 34.25"
Truck J-2000 5 34.38"
Truck J-4000 5 34.38"
ing the frame and axle alignment.
GENERAL BODY
CONSTRUCTION
All vehicles ore all steel construc-
tion, having insulated body mounting
points that provide o secure attach-
ment to the chassis frame. The body
has been designed as o structurally
sound unit, entirely independent of the
chassis frame. All major body panels
ore of heavy gouge steel, reinforced,
flanged and welded. The bodies ore
completely detachable from the chassis
unit and ore insulated from the frame
by rubber spocers placed between the
body and frame and held in position
with body bolts.
Body Hold-Down Spacer
Replacement
Body spacers ore located between
the body and chassis mounting points
to insulate against vibrations and rood
noises.
A periodic maintenance inspection is
necessary to determine the condition
of body spacers and hold down bolts.
Worn, loose or fatigued body spacers
permit the body to settle causing possi-
ble interference between the floor pan
and various chassis components. All
body hold down bolts ore accessible.
Whenever the body spacers and radi-
ator hold downs ore replaced, the
latest ports (spacers, washers and
bolts) must be insta lled.
BODIES - SKELETON
Primed skeleton bodies ore available
in all models as replacements when the
cor body is damaged beyond repair
while the doors, trim material, hard-
PANELS - SUBASSEMBLIES - FRAMES
FRAME SPECIFICATIONS
W IDTH OVER SIDE RAIL
FRONT REAR
29.25"
29.25"
29.25"
38.00"
44.50"
44.50"
wore, and other ports may be re-
paired and reused. When this is the
case, it is less expensive to use o
"skeleton body" to which the undom
aged or repaired ports con be trans-
ferred.
INDIVIDUAL PANELS AND
ASSEMBLIES
Many times replacing damaged
panels with new ports is less expensive
than repairing the damaged section.
The various assembled sections or
any of the individual panels that ore
available for replacement ore com-
plete and may be installed as o com-
p lete unit. However, in some cases
only o portion of the unit is damaged
beyond repair, but to install o com-
plete new panel or unit would require
o considerable amount of unnecessary
labor. It is, therefore, advisable that
in such cases the damaged sections be
cut from the body at the location best
suited for welding. The new unit should
then be cut to the desired size and
welded in place.
REPLACEMENT OF NEW
PANELS
In cases of damage to the various
ponels of the body, where replace-
ment will be required, careful exami-
nation should be mode as to the ex-
tent of the damage to determine which
panels will be required for replace-
ment.
In most cases, the weld joints of one
panel to another ore visible and it con
be easily determined how they may be
separated for installation of o new
panel.
14-5
OVERALL LENGTH
131.38"
151.38"
164.88"
173.96"
183.75"
195.75"
Galvanized Panels
As on added protection against rust,
a ll areas vulnerable to corrosion on
Wagoneer and Truck Vehicles ore
galvanized, which, of course, requires
o neutralizer prior to pointing. The
directions on the container of all point
materials should always be followed
for best possible results.
DOORS
The complete door, with outer and
inner door panels flanged and welded
together and primed, is available as
well as the outer ponel only.
These may be used in cases where
the inner panel and pillar assemblies
ore not damaged, saving the extra
expense of using o complete door.
FRONT AND REAR BUMPER
Front and rear bumpers on CJ-5/
CJ-6 and Commando ore of one-piece
construction.
Front bumpers on the Wagoneer
and Truck ore of three-piece construc-
tion. Rear bumpers of three-piece con-
struction ore used on the Wagoneer.
However, Trucks, when equipped with
o rear bumper hove only the two outer
bumper bars (no center bumper bar).
Bumper bar ends on the Wagoneer
and Truck may be removed individ-
ually. However, if the bumper is being
removed to provide access to other
components, it is recommended that
the three-piece bumper be removed as
o unit.
FRONT END SHEET METAL
PANELS
Service procedures for removing and
 14-6 BODIES -
replacing the front end assembly as a
unit, as well as the procedures for the
individual components apply whether
the complete assembly is attached or
removed from the vehicle.
NOTE: When installing any sheet
metal component or assembly, it is rec-
ommended that the fino/ tightening of
attaching hardware be delayed until all
bolts and/or screws hove been properly
positioned and the item properly
aligned to its mating port.
HOOD
The CJ-5/CJ-6 hood consists of an
outer flanged panel with inner U-
channels welded at the front and rear
of the hood panel.
The Commando, Wagoneer and
Truck hood consists of on inner and
outer panel flanged and welded to-
gether ot the outer edges.
Hood Panel Removal and
Disassembly
If the same hood is to be reinstalled,
mark the position of the hinges on their
respective mounting panels before re-
moving the hood panel.
~ ~Windshield Bumper
BrodtetXj__se
FIGURE 7 - Hood and Related Parts - CJ-5/ CJ-6
PANELS - SUBASSEMBLI ES -
Detach the hood panel from the
hinges by removing the attaching bolts,
lock washers and flat washers.
Disassembly of the CJ-5/CJ-6 hood
is accomplished by removing the hood
prop rod, hood prop rod retainer clip,
hood side catch brackets, footman loop
and windshield bumpers.
Disassembly of the Commando hood
is accomplished by removing the loop
striker.
Disassembly of the Wagoneer and
Truck hood is accomplished by remov-
ing the hood lever lock assembly, left
and right hood panel brace rods, and
also on the Wagoneer the insulation
pod that is cemented to the hood
panel.
Hood Panel Assembly and
Installation
Finger tighten related component
ports and assemblies to the hood
panel. If the Wagoneer hood panel
insulation pad has been removed,
clean off all loose cement and pad-
particles from panel to ensure good
adhesion when recemented.
Position hood panel assembly and
align the hinges with scribe marks on
Footman Loop
'iI .,~~
~
- _\
~-Reinforcement Plate
I ide Catch
VJ:o
8 0~3
FRAMES
the respective mounting panels. Torque
all attaching bolts.
Check hood alignment. If not correct,
apply the following procedure.
Hood Alignment
The hood hinge mounting holes are
oversized for a range of adjustments:
forward and backward, and side to
side.
If the hood must be moved to either
side, the hood lock loop striker, hood
lever lock, and/or the safety hook
assembly, according to vehicle model,
must first be loosened. Then loosen the
hinge mounting bolts slightly on one
side and tap the hinge in the opposite
direction the hood is to be moved. Se-
cure the bolts. Repeat the procedure
on the opposite hinge.
The hood lock loop striker, hood
lever lock, and/or the safety hook as-
sembly, according to the vehicle model
must be moved accordingly to ensure
positive locking.
On the Commando, Wagoneer and
Truck, shim between the hinge and the
hood with caster and camber shims or
flat washers at the rear bolt, if the
hood is low in relation to the cowl top.
If the hood is too high at the cowl,
shim at the front bolt.
Hood Lock
The hood lock and safety catch of
the Commando, Wagoneer and Truck
incorporates a release system, whereby
the release lever operates the lock and
the safety catch.
The CJ-5/CJ-6 hood is secured to
the front fenders by two hood retain-
ing latches. To release, pull the latches
straight up and turn slightly at the end
of travel. The hood may now be raised
with the release of the safety catch by
inserting fingers between the grille
bars to the right of center and by
pulling to the left on the catch. To
secure the hood in the raised position,
remove the support bar from its re-
taining clip and insert the free end
into the support bor brocket.
The hood lock release latch on the
Commando is located between the
center grill bars. Push up, moving the
release lever to its full travel and lift
the hood.
The hood lock release latch of the
Wagoneer and Truck is located under
the front center of the hood, above the
 BODIES - PANELS - SUBASSEMBLIES - FRAMES 14-7

Loop Stribr

~ ::=:;- q Lift Assist

v
ySpring

Spring
~{., l~Lock

Spring
iT
Rubber Cop

/
1
, ~ :J41--spring
~~
~.
~ _:3./ ~
Hood Bumper/
,.; ""
Adjusting Bolt H
lock Lock ond .Sofety
Support Cofdl Release
Brocket
172090
FIGURE 8 - Hood and Related Parts- Commando

grille. To release the latch, reach under

the hood, lift up with the fingers and
lift the hood.
The hood lock striker, hood lever
lock and/or the safety hook assembly
ore adjustable. Lubricate all pivot
points periodically.
Hood Bumper
A combination weatherstrip and
hood bumper is located across the
top of the radiator grille guard in o
fixed position on the Jeep CJ-5/CJ-6
vehicles.
The hood bumper on the Commando,
Wagoneer and Truck are adjustable.
Rubber cops must be removed to ad-
just the bumper bolts.
FRONT FENDER AND APRON
REMOVAL
CJ-5/CJ-6
FIGURE 9 - Hood and Related Parts- Wagoneer and Truck
Remove bolts, washers and nuts se-
curing fender to radiator grille guard
pone I.
Pull fender outboard and lift from
vehicle.
Commando
Remove side marker light from
fender.
Remove front bumper.
Apply several layers of masking
tape on the front fender extension
panel to protect the point from
scratches or mars.
Loosen the grille and pull away to
permit access to the bolts attaching
the forward section of the fender and
apron.
Remove bolts, washers and nuts se-
curing fender to firewall, apron upper
lens and disconnect lamp socket as-
sembly from lens.
Working from underside, remove
bolts and washers holding fender to
grille face panel. Then disconnect
brace at fender. Working through
wheel opening, remove the bolts and
washers that attach the fender exten-
sion bracket to the fender apron. Re-
move bolts and washers attaching
fender to rocker panel just below the
hinge pillars. Note the number and
position of shims between the fender
and rocker panels so they con be re-
installed in the same woy.
Remove the bolts and washers that
attach the top of the fender to the
fender apron, the hood hinge support
bracket, and the fender-to-firewall
bracket.

Remove or disconnect all items at-
tached to the apron of fender being
removed.
Remove hood retaining latch and
side marker light from fender.
Remove bolts, washers and nuts se-
curing fender and fender brace to
firewall.
172093
FIGURE 10- Front Fender- CJ-5/CJ-6
channel, lower apron brace and
brocket.
Pull fender forward from firewall
and lift from the vehicle.
The fender apron con now be re-
moved. Remove the hood as described
in the "Hood" outline. Remove or dis-
connect all items attached to the
apron. Then remove bolts and washers
that attach the fender apron to the
radiator support and to the firewall.
Wagoneer and Truck
Remove the front bumpers as de-
scribed in the "FRONT AND REAR
BUMPER" outline.
Remove the headlight to gain access
through the opening.
Reach through headlight opening
and remove the bolts and washers at-
taching fender to grille face panel.
Remove side marker lamp reflector
With the doors in the open position,
remove the fender from the vehicle.
The fender apron can now be re-
moved. Remove or disconnect all items
attached to the apron. Then remove
bolts and washers that attach the
fender apron to the radiator support
and to the two brackets on the firewall.
FRONT FENDER AND APRON
INSTALLATION
Spread sealer evenly over and along
surfaces where fender and apron make
metal-to-metal contact with other sheet
metal ports.
Install apron and fender holding in
place with finger tightened bolts until
all bolts and washers hove been in-
stalled. Then secure all nuts and bolts.
Install and reconnect all items re-
moved from the fender and apron,
14-8 BODIES -
Rear Broce Apron
FIGURE 11 - Front Fender a nd Related Pa rts - Commando
FIGURE 12- Fro nt Fender - W agoneer and Truck
such os wiring harness, electrical com-
ponents, etc.
Secure items such as headlight, grille
and/or front bumper which were re-
leased or removed to facilitate re-
moval of fender and apron.
RADIATOR GRILLES
The CJ-5/CJ-6 grille a nd the support
and baffle are welded together to
PANELS - SUBASSEMBLIES -
172089
172086
form a maximum strength type radiator
guard.
The Commando grille is one-piece
metal construction, utilizing a separate
support and baffle.
Wagoneer and Truck grilles are
one-p iece metal construction. A sep-
arate g rille face panel and a support
and baffle are used for rig id ity and
service economy.
FRAMES
0
@
0
l L72135
FIGURE 13- Grille Panei -
CJ-5/ CJ-6
Upper Brocltet-.
~t
" --e
~/-
~.
' 172087
FIG URE 14 - Grille Pa nel -
Command o
Grille Removal
On the CJ-5/CJ-6, remove screws
and washers securing radiator to radi-
ator guard panel. Remove bolts and
washers securing guard panel to
fenders. Remove radiator grille to
frame crossmember holddown assem-
b ly. Note sequence of parts. loosen
nuts securing the two radiator support
rods to the radiator grille guard sup-
port brackets. Remove rods from
brackets. Tilt guard panel forward and
d isconnect electrical wiring at head
lamp sealed beam unit, and parking
lamp assembly wire harness at con-
nectors. lift radiator g uard panel from
vehicle.
On the Commando, disconnect park-
ing light wiring at harness connectors.
Remove bolts and washers securing
grille. Remove g rille.
On the Wagoneer and Truck, re-
 BODIES - PANELS - SUBASSEMBLIES - FRAMES 14-9

move headlamp doors, headlamp hous-

ing and disconnect headlomp wiring at
sealed beam unit. On the Wagoneer,
remove the side marker lamp reflector
lens and disconnect lamp socket as-
sembly from lens. Then remove side
marker housing. Remove screws, bolts
and washers securing grille. Remove
grille.

REAR QUARTER OUTER PANEL

The rear quarter outer panels ore
welded to the body as indicated by
dotted lines in Figures 16 through 18.
Whenever a rear quarter outer
panel is replaced, it is very important
to apply a suitable rust preventative
such as a weld primer to all mating
surfaces prior to welding. It is also
very necessary to seal all welded joints
with Jeep tVtetol Joint Sealer.

FIGURE 16 - Rear Quarter Panel - CJ-5/CJ-6

G..ille Panel

Grille Pa nel

FIGURE 15- Grille Panel- Wagoneer and Truck

FIGURE 17 - Rear Quarter Panel - Commando FIGURE 18- Rear Quarter Panel- Wagoneer
14-10 BODIES - PANELS - SUBASSEMBLIES - FRAMES

TECHNICAL SERVICE LETTER REFERENCE

Date Letter No. Subject Changes information on Page No.

 DOOR AND REAR
QUARTER TRIM-
HARDWARE AND GLASS
DOORS ........................................ 1
DOOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DOOR TRIM PANELS .............................. 2
DOOR GLASS ADJUSTMENT ....................... 2
REAR QUARTER TRIM PANELS ...................... 2
OUTSIDE DOOR HANDLES ................. ....... 2
DOOR KEY LOCK AND OPERATION ................. 3
DOOR LOCK AND REMOTE CONTROL ROD
REPLACEMENT - Commando .................... 3
DOOR LOCK REMOTE CONTROL AND HANDLE
REPLACEMENT - Commando .................... 3
DOOR LOCK LEVER REPLACEMENT - Commando ...... 3
FRONT DOOR LOCK AND REMOTE CONTROL
REMOVAL- Wagoneer & Truck .................. 3
FRONT DOOR LOCK LEVER ROD REPLACEMENT -
Wagoneer and Truck ........................... 4
DOORS
Doors consist of on inner and outer
panel, flanged and welded together,
to form o sturdy one piece assembly
to fit the body door opening with
reasonable clearances.
The complete door con be removed
and replaced as on assembly.
Door hinges ore fastened to the
body pillars and the door with Phil-
lips head screws on the Commando
and on the rear doors of the Wag-
oneer, and e/18" hexagon head screws
on the Wagoneer front doors, and
Truck doors.
A flat bar or strop-type door check
is utilized on the Commando, while
on integral-type door hinge check
stop is used on the front doors of the
Wagoneer and Truck. The Wagoneer
rear doors hove o spring loaded single
position door check.
DOOR ADJUSTMENT
The doors ore adjusted at the hinge
mounting points on the body.
On the Commando doors and Wo~
oneer rear doors, floating plates ore
located in the body pillars to permit
adjustment up, down, in or out. To ad-
just forward or bock, odd or remove
shims between the hinge and hinge
pillar.
On the Wagoneer front doors and
Truck doors, slotted holes ore provided
in the hinge for in or o ut adjustment on
15-1
Page Page
REAR DOOR REMOTE CONTROL AND LOCK
LEVER RODS REPLACEMENT - Wagoneer .......... 4
DOOR GLASS REMOVAL - Commando .............. 4
DOOR GLASS INSTALLATION- Commando .......... 4
DOOR GLASS REMOVAL - Wagoneer & Truck ........ 5
DOOR GLASS REPLACEMENT - Wagoneer & Truck .... 5
FRONT DOOR VENT ASSEMBLY REPLACEMENT ........ 5
REAR DOOR GLASS REMOVAL - Wagoneer .......... 5
REAR DOOR GLASS INSTALLATION - Wagoneer ...... 5
DOOR WINDOW REGULATOR REMOVAL ............. 6
REAR DOOR STATIONARY VENT ASSEMBLY
REPLACEMENT - Wagoneer ..................... 6
REAR QUARTER STATIONARY WINDOW
REPLACEMENT - Wagoneer ..................... 6
alignment, the adjustable striker plate
and dove toil (Commando only) guide
plate should be removed or loosened
to allow the door to close freely in
proper a lignment without striker plate
interference.
The door lock striker and dove toil
(Commando only) guide is adjustable
up, down, in or out and con be
shimmed forward or bock to hold the
door in the properly aligned position.
Striker Plate
Strop 72164
FIGURE 1 - Door Hinges and Check
Strop - Comma ndo
Cl
FIGURE 2 - Door Hinges - Wagoneer
a nd Truck
the pillars, and up and down on the
doors. FIGURE 3 - Doo r lock Striker and
Prior to any door adjustment or Dove Toil Guide - Commando
15-2 DOOR AND REAR QUARTER TRIM- HARDWARE AND GLASS
The door lock striker should be set
so that the lock enters the striker with-
out binding, yet provides secure re-
tention for the lock and prevents up
and down or in and out movement of
the door.
The striker should also be adjusted
in or out to allow the door lock to
be fully engaged. The adjacent panels
should be flush with the door. Oil holes
ore provided in the door hinges for
periodic lubrication of the door hinge
pins.
NOTE: It is possible to set the striker
in so for that the door is closed tight
but only the safety catch is engaged.
This will. prevent locking the door with
the key or the push button lock rod.
DOOR TRIM PANELS
Trim panels consist of hard board
composition covered with a vinyl ma-
terial. They ore fastened to the door
with spring clips inserted into holes in
the door inner panel.
To remove trim panel, remove the
two arm rest to door fastening screws.
Use on Ys" Allen wrench and remove
the remote control and window regu-
lator handle screws and handles.
Using a wide-blade screwdriver or
appropriate tool, pry the trim panel
loose from the door panel.
Remove plastic water shield with a
putty knife.
When installing water shield be sure
the slit lower portion is tucked inside
the door panel at the access opening
and that the shield is cemented se-
curely to the door panel.
Replace all damaged or broken clips
before reassembly.
To replace the trim panel, align the
panel in its correct position on the door
and mqke sure that each clip is in
alignment and started in its hole in
the door panel, and then press panel
into mounting position.
Replace arm rest, interior door han-
dle and regulator crank handle.
DOOR GLASS ADJUSTMENT
Commando
To adjust the vent window a nd door
g loss assembly forward or bock, first
lower the door gloss, and remove the
door stop pin. Then loosen the top
and bottom screws on the front edge
of the door as shown in Figure 4.
Push the top of the vent window frame
forward or bock as required, and
tighten the screws.
FIG URE 4 - Door G lass Adjustment
(Forward or Back) - Commando
To adjust the vent window in or out,
loosen the two Phillips head screws
located on the bottom edge of the
door, near the front edge. After ad-
justment, tighten the screws.
To adjust the rear edge of the door
gloss in or out, loosen the Phillips head
screw at the lower rear edge of the
door as shown in Figure 5. Move the
top rear corner of the door gloss in or
out as required and tighten screw.
To adjust door gloss height, first re-
move the door latch and window regu-
0 tained by spring-type snap in clips.
~Adjusting
Sc.rew
72172
FIGURE 5 - Door G lass Adjustment
(In or Out) - Comma ndo
later handles, arm rest, and door trim
panel. Loosen two nuts on rear of win-
dow stop as shown in Figure 6. Reise or
lower the stop as required, and tighten
the nuts.
FIGURE 6 - Door G lass Height
Adjustment - Commando
NOTE: Wagoneer and Truck door
gloss assemblies are fixed in position
and are not adjustable.
REAR QUARTER TRIM PANELS
Commando
The rear quarter trim panels ore
fastened at the front upper corner with
a retaining cap and Phillips head
screws and two washer head screws at
the bottom. The top ledge is also held
by the cob retaining hexagon head
screw. It is also retained along the
forward edge by a lip on the storm
strip which sets onto the pinch weld
flange.
Wagoneer
The rear quarter trim panel is re-
OUTSIDE DOOR HANDLES
Commando
The spring loaded lever-type handle
is fastened to the door with one cross
recess head screw at the door edge.
To replace, remove the screw and
pull the handle forward and outward.
Wagoneer and Truck
The push button type outside ha n-
dle is replaced in the following man-
ner.
Remove door trim panel and reach
through opening opposite door handle
with the window in closed position to
 DOOR AND REAR QUARTER TRIM- HARDWARE AND GLASS
remove the two screws that secure
handle to door. When reinstalling han-
dle, be sure to use rubber gaskets be-
tween handle and door to protect point
finish.
DOOR KEY LOCK AND
OPERATION
To lock the doors push the lock
push button rod down and close the
door: Make certain the keys ore not in
the ignition switch.
lubrication
To prevent lock freeze up and o
sticky or difficult key lock operation,
use a fine flaked graphite blown into
the key hole. Work the key in and out
to distribute the graphite.
If the assembly has to be cleaned,
use alcohol or benzene. Never use
penetrating oil or cleaning fluids to
dean locks- these oct as dust collec-
tors. Work the key in or out five or
six times to distribute the fluid to all
working parts. Clean out fluid with
compressed air and lubricate.
The door key lock cylinder is en-
cased in the cylinder housing.
The lock is held against the inside
surface of the door outer panel by o
"U" shaped retaining clip.
DOOR KEY LOCK
REPLACEMENT
Commando
Open door and from the door edge
opposite the lock cylinder, remove the
clip securing the lock cylinder to the
door. Remove lock cylinder (Fig. 7}
from door by pulling outward on the
cylinder.
NOTE: When installing the lock cylin-
der be sure the cylinder plate is in the
upright position and that the lock tang
is properly positioned in the door inner
lock assembly.
DOOR KEY LOCK
REPLACEMENT
Wagoneer and Truck
loosen rubber weather strip along
the rear edge of door in line with the
door lock cylinder to expose U-shaped
spring clip which holds cylinder in
place (Fig. 7). Withdraw clip and re-
15-3
move the lock cylinder and square DOOR LOCK REMOTE
extension rod from outside the door. CONTROL AND HANDLE
When reinstalling the lock cylinder, be REPLACEMENT
sure square rod is inserted in square
hole in lock mechanism before you Remove door access panel.
insert the spring clip. Remove clip and disconnect remote
Recement rubber weatherstrip after control rod from control handle as-
inserting spring. sembly.
Gloss Assembly
Glou Run
Channel
Retainer
Do-... Toil
Door Lock
Lock lever Rod
Water Shield
Trim Panel Arm Rest Screw Holes
l72122
FIGURE 7 - Door Components - Commando
DOOR LOCK AND REMOTE Raise door gloss and remove control
CONTROL ROD REPLACEMENT handle from remote control assembly.
Remove screws securing remote con-
Commando trol to door panel and remove control
Remove outside door handle. assembly from door through access
Remove door lock cylinder. plate opening.
Remove door access panel.
Remove plastic knob from lock lever DOOR LOCK LEVER
rod at top of door panel. REPLACEMENT
Raise door gloss and remove clip
securing remote control rod to remote
Remove door lock.
control handle assembly. Remove Unscrew and remove the door lock
screws securing door lock assembly to
lever rod (Fig. 7) from the door lock.
door.
Remove screws securing rear glass FRONT DOOR LOCK AND
run to door and then push lock as- REMOTE CONTROL REMOVAL
sembly into the door.
Wagoneer and Truck
lower lock assembly to clear loos-
ened glass run and remove lock as- Refer to Figure 8.
sembly from door through access plate Remove inside door handle and trim
opening. panel.
Remove clip and control rod from Remove lock cylinder.
lock assembly. Remove the screws from inside door
15-4 DOOR AND REAR QUARTER TRIM- HARDWARE AND GLASS

Glcw Run tab on bellcronk pivot is positioned in

hole above attaching hole.

Inner ond O uter Belt DOOR GLASS REMOVAL

Weotllentrip
Ventilator
Commando
Frome Assembly Remove vent window assembly. Re-
Door Handle
fer to Figure 7.
l ock

Assembly
"7
Cylinder~~

Plastic Washer
Remove screws securing access plate
to door inner panel. Remove access
plate.
Lower the gloss and using o small
Cylinder l.oclt ,-
Ret aining Clip screwdriver, start at one end and pry
schlegel strip toward window glass
while lifting upward. Remove the twa
window schlegel strips.
Remove locking retainer clip secur-
ing regulator arm pin to gloss lifter
channel, remove arm pin from slat of
Window Regulator l72119
channel and then crank regulator arm
FIGURE 8- Front Door Components- Wagoneer a nd Truck downward to free gloss channel.

lock remote control. Push the control

in and lower to the bottom of the Slide Run Channel
door.
Disconnect remote control arm fro m ;::;;::;::=;I/ Door Handle
door lock. Remote control assembly con
now be removed thru access hole at I
..
...... .~
bottom of door.
Remove the screws that hold door
lock to the rear edge of the door. Push
door lock in and turn it 90 degrees to
free it from lock lever rod. Remove Door
lock from lower access hole in door
panel.
Be sure that inside lock lever rod
(Fig. 8) is properly positioned befo re
making installation.
NOTE: When aHaching remote con-
trol arm to lock assembly, check for
positive engagement of spring loaded
washer to arm. Window Regulator Assembly
Plastic Woshen l72120

FRONT DOOR LOCK LEVER FIGURE 9- Rear Door Components- W agoneer

ROD REPLACEMENT
trim panel. Remove two hex nuts and washers
Refer to Figure 8.
To remove the two lock lever rods on securing the window stop. Remove
To remove the lock lever rod on
the rear side doors, first remove the window stop.
front doors first remove the door lock.
lock lever knob. Remove the two Lift glass upward and remove from
Then remove lock lever knob and push
screws holding the door lock control door.
the nylon bushing on the lock rod off
arm to the door panel. One lock lever
the brocket.
rod con then be removed.
DOOR GLASS INSTALLATION
To remove the other lock lever rod,
REAR DOOR REMOTE the door lock must be completely Check that door glass regulator is
CONTROL AND LOCK LEVER loosened by removing the three lock properly installed and that it works
RODS REPLACEMENT attaching screws and disengaging the freely and without bind.
remote control arm, then turn lock 90 Position door glass in lower section
Wagoneer
degrees. The lock lever rod and bell- of door noting that the lifter channel at
Refer to Figure 9. crank con then be removed. bottom of gloss has the recessed por-
Remove inside door handles and When installing, make sure raised tion of the guide groove turned to-
 DOOR AND REAR QUARTER TRIM - HARDWARE AND GLASS
words the inner door panel.
NOTE: When installing gloss in door,
position gloss in rear run channel and
then lower gloss making sure the gloss
enters the lower front run channel.
Position regulator arm p in in slot of
gloss lifter channel and secure arm
pin with pin locking retainer clip.
Position window stop and secure
with two hex nuts and washers.
Install schlegel strips making sure
the strip retainers are holding the
strips secure.
Install the vent window assembly.
N OTE: If window gloss does not op-
erate smoothly, or binds in run channels,
or fits loosely, the run and/or guide
channels may be adjusted by loosening
their attaching screw(s) and shifting the
channel(s) until the gloss fits properly
and operates smoothly.
Position access plate on door inner
panel and secure with screws.
FRONT DOOR GLASS
REMOVAL
Wagoneer and Truck
Refer to Figure 8.
Remove trim panel and hardware.
Remove glass stop brocket.
Remove vent lower attach brocket.
Remove the screws that attach the
vent window upper brocket to the door
panel.
Remove the lock rod guide bushing
and move aside the rod so the gloss
may be dropped to the extreme lower
position.
Disconnect the remote control as-
sembly by removing the three attach-
ing screws to the door panel and lower
it to the bottom of the door.
Install regulator handle temporarily
and lower door glass to obtain ac-
cess for removal of retainer. The re-
tainer is removed by lifting the small
projection on the clip off the concave
portion of the pin while sliding retainer
free of the groove in pin. Then pull
pin out of slot and crank regulator arm
to extreme top position so it will not
re-engage lifter channel.
lower g lass to the bottom of the
door.
To remove gloss from run channels,
push the lower end of the forward run
channel toward the front of the door
so the glass can be released from the
run channel. Then move the g lass
toward the front of the door to release
from the rear run channel. The gloss is
now free to be rotated 90 degrees and
be guided up through the opening
between the inner and outer panels.
FRONT DOOR GLASS
INSTALLATION
Refer to Fig~re 8.
Check that door g lass regulator is
properly installed and that it works
freely without binding.
Position door g loss in lower section
of door so that lifter channel at bottom
of glass will have the recessed portion
of the guide g roove toward the inner
door panel.
Position the door glass in the rear
run channel. Then move the front run
channel so the gloss can be inserted.
Slide gloss up in channels and crank
regulator arm down until pin at end
of regulator arm can be inserted in the
slot of the lifter channel. Install re-
tainer, making sure it is completely
seated in g roove of the pin.
Position remote control assembly
and install three attaching screws.
Position lock rod and install the lock
rod g uide bushing.
Insta ll vent upper and vent lower
attach brackets.
Install g lass stop brocket.
Check operation of glass and lock
rod and ad just as necessary prior to
installation of trim panel. Install trim
panel and hardware.
FRONT DOOR VENT
ASSEMBLY REPLACEMENT
Refer to Figure 8.
Remove front door window glass.
Remove upper glass run channel.
Remove the five vent assembly at-
taching screws.
Four of these screws are located
under the door weatherstrip on leading
edge of door frame and one is lo-
cated under base of vent weotherseal
approximately one inch to the rear
of vent handle.
The vent window assembly can now
be removed by moving the vent as-
sembly toward rear of door and tip-
p ing top of vent assembly down to
clear upper door frame. To obtain
clearance for the upper and lower
attaching brackets on the run channel,
first pull the vent window assembly
15-5
straight out until the upper attaching
brocket is above the opening between
the outer and inner door panels. Then
rotate the vent assembly about 90
degrees in order to position the lower
attaching bracket on the run channel
so it will dear the opening between
the door panels.
After the new vent assembly and the
front window door glass hove been in-
stalled, check the operation of the vent
assembly before installing the door
trim panel. If necessary, adjust nut on
lower pivot pin so that spring tension
will hold vent window in any desired
position and still allow window to be
moved easily.
REAR DOOR GLASS REMOVAL
Wagoneer
Refer to Figure 9.
Remove rear door trim and hard-
wore. Remove glass stop brocket.
Remove rear run channel attaching
brocket.
Insta ll regulator handle temporar-
ily and lower door gloss to ob-
tain access for removal of retainer.
The reta iner is removed by lifting the
small projection of the clip off the
concave portion of the pin while slid-
ing retainer free of the groove in pin.
Then pull pin out of slot and crank
regulator arm to extreme top position
so it will not re-engage lifter channel.
lower gloss to bottom of door.
Remove inner and outer belt weath-
erstrips.
Remove upper glass run channel.
Remove the stationary vent assem-
bly attaching screws located under the
door weatherstrip. Tilt the top of the
vent assembly forward approximately ~
one inch.
To remove glass from run of chan-
nels, push the lower end of the rear
run channel toward the rear of the
door so the g lass can be released from
the run channel. Then move the glass
toward the rear of the door to release
it from the front run channel. The glass
is now free to be rotated 90 degrees
and be guided up through the opening
between the inner and outer panels.
REAR DOOR GLASS
INSTALLATION
Refer to Figure 9.
Check that the door glass regulator
15-6 DOOR AND REAR QUARTER TRIM- HARDWARE AND GLASS
is properly installed and that it works
freely without binding.
Position door gloss in lower section
of door so that lifter channel at bottom
of gloss will hove the recessed portion
of the guide groove toward the inner
door ponel.
Position the door gloss in the front
run channel and then push the lower
end of the rear run channel toward
the rear of the door so the gloss con
be inserted.
Slide gloss up in channels and crank
regulator arm down until pin at end of
regulator arm con be inserted in the
slot of the lifter channel. Install re-
tainer, making sure it is completely
seated in groove of the pin.
Position stationary vent assembly
and install the attaching screws located
under the door weatherstrip.
Install upper gloss run channel.
Install the inner and outer belt
weatherstrip.
Install rear run channel attaching
brocket.
Install gloss stop brocket.
Check operation of gloss and ad-
just as necessary prior to installation
of trim ponel.
Install trim panel and hardware.
DOOR WINDOW REGULATOR
REMOVAL
All Models
Remove the door trim hardware and
panel.
lower the gloss and remove the re-
tainer clips holding the regulator arm
to tho gloss bottom chonnol.
Remove the door belt weather
FIGURE 10 - Rear Quarter Window
(schlegel) strip.
Raise, and then support gloss in the
up position.
lower the regulator and remove the
regulator attaching screws. Remove
regulator through access hole in the
door.
REAR DOOR STATIONARY
VENT ASSEMBLY
REPLACEMENT
Refer to Figure 9.
Remove rear door gloss.
Apply a liberal amount of liquid
soap solution under bose of stationary
vent weatherstrip and along inner and
outer panels.
Slide stationary vent assembly for-
ward to approximately center of door
glass opening.
Push vent assembly down thru open-
ing between inner and outer ponels to
disengage from upper door frame.
The stationary vent assembly con
now be removed by tipping top of
vent assembly down to clear upper
door frame. To obtain clearance for
the lower attaching bracket on the run
channel, pull the vent window assem-
bly straight up until all stationary vent
weatherseal is clear of door ponel
opening and the assembly con be ro-
tated. Rotate assembly to position the
lower attaching brocket on the run
channel so it will clear the opening
between the door panels.
REAR QUARTER STATIONARY
WINDOW REPLACEMENT
Wagoneer
The rear quarter window instollo-
FIGURE 11 -Rear Quarter W indow Installation
tion is shown in Figure 10.
To remove rear quarter window, re-
move interior garnish mouldings from
around window and break loose the
seal between the weatherstrip and
body ponels. The window and weath-
erstrip can now be removed by push-
ing on the glass toward the inside of
the vehicle.
Remove weatherstrip from around
glass and clean out old sealer from the
glass cavity and flange cavity.
Before installing glass in weather-
strip, apply a 3 / 16" bead of medium
bodied sealer in the glass cavity com-
pletely around weatherstrip using a
pressure type applicator.
With gloss installed in weatherstrip
and before installing glo.ss and weath-
erstrip into opening, insert a 14" cord
completely around the weatherstrip
in the flange cavity. The ends of the
cord should hang out over the outside
surface of the gloss approximately
in the center of the upper weatherstrip.
Place gloss and weatherstrip into
position in the window opening with
the ends of the cords hanging outside
the vehicle, as shown in Figure II.
Pull on ends of cord to pull lip of
weatherstrip over the body panel as
shown in Figure 11. With cord re-
moved, weatherstrip should be cor-
rectly positioned.
Replace interior garnish molding.
Apply o bead of medium bodied
sealer from outside of vehicle between
weatherstrip and body panels. Clean
excess sealer from gloss and exterior
body surface.
Test window for water leaks.
 TAILGATE-ELECTRICALLY OPERATED _
16 1

WINDOWS-TRAVEL RACK
Page
TAILGATE- 0-5/0-6 ............................. 1
TAILGATE AND LIFTGATE -COMMANDO ............. 1
Tailgate:
Adjustment ......... .. ........................ 1
Replacement ........... . ..................... 1
latch Replacement ............................. 1
liftgote:
Adjustment ..... .. ............................ 2
Replacement .................................. 2
Handle and lock Replacement ................... 2
TAILGATE- WAGONEER ........................... 2
Ad justment ................................... 2
Hinge Adjustment ......................... . .... 2
Striker Plate Adjustment ......................... 3
Dovetail Adjustment ........................... 3
Removal ..................................... 3
Page
Installation ................................... 3
lock Remote Control Replacement ................ 4
lock Replacement ............................. 4
Gloss Replacement ............................. 4
Window Regulator Replacement .................. 4
Gloss Adjustment .............................. 4
TAILGATE - TRUCK ................................ 4
ELECTRIC TAILGATE WINDOW ....................... 5
Safety Switch ................................. 5
Circuit Breaker ................................ 5
Instrument Panel Switch ......................... 5
W iring Harness ............................... 5
Tailgate Key lock .............................. 5
Tailgate Window Switch ........................ 5
Diagnosis Guide ............................... 5
TRAVEL RACK .................................... 5

TAILGATE
CJ-5/CJ-6
The hinged tailgate is held in the
closed, up position with hooks which
pass through slotted brackets on the
tailgate and on the body. The hinges
ore designed in such a way that the
tailgate con be easily removed. The
body half of the hinge is slotted and
the tailgate half has a matching flat
surface. However, to prevent occidental
dropping of the tailgate, the flat sur-
face on the left hinge is not in line with
the flat surface on the right hinge.
To remove the tailgate, rotate it
approximately 45 from full up posi-
tion and disengage the right hinge.
Rotate the tailgate on additional few
degrees and then disengage the left
hinge.
To install, hold the tailgate at ap-
proximately 45 from full up position
and engage the right hinge. Rotate the
tailgate on additional few degrees and
then engage the left hinge.
For adjustment, loosen the hinge
attaching bolts and slide the body half
of the hinge up, down or to the sides
as needed. Tighten the bolts.
LIFTGATE AND TAILGATE
Commando
A liftgote, hinged at the roof, and
a tailgate, hinged at the lower body,
cover the reor body opening of the
Commando Station Wagon. On the
Commando Pick-Up, only the tailgate
is used.
A support on each side of the lift-
gate holds the unit in the open position
(Fig. 1). A latch on the liftgote which
engages a striker on the tailgate holds
the unit in the closed position. This latch
con also be locked.
moves the bolts securing the tailgate
FIGURE 1 - l iftgate Components
Support arms on each side of the
tailgate prevent opening beyond the
limit of the tailgate hinges. latches on
the side of the body opening at the top
of the tailgate hold the tailgate in the
closed position.
The liftgote and tailgate hinges ore
adjustable to enable the units to be
fitted to the body opening. The latches
and strikers con also be adjusted to
assure a weatherproof seol.
Tailgate Ad justment
The tailgate may be ad justed by
lowering the tailgate and loosening the
hinge plate mounting bolts and shifting
the plates as necessary.
Tailgate Replacement
Unlatch and lower tailgate.
Remove the three nuts and washers
securing the right and left toil lamp
assemblies to the reor body ponels.
Pull lamp assemblies rearward, away
from body.
Disconnect license lamp lead wire.
Remove bolts securing the right and
left hinge plates and remove hinge
plates through the toil lamp openings
in the body ponels.
Using two people, one to hold the
tailgate in position while the other re-
support arms to the tailgate, remove
tailgate from body.
To install tailgate, place in position
on rear of body and insta ll support
arms and hinges.
Adjust tailgate to the opening and
tighten attaching bolts.
Connect license lamp wire and in-
stall toil lamp assemblies.
Tailgate Hinge Assembly
Replacement
lower the tailgate and remove the
tail lamp assembly.
Disconnect the license lamp wire on
the left side.
Remove the bolts securing the hinge
and. remove the hinge plate through
the toil lamp openings.
Tailgate latch Replacement
lower tailgate.
Working from inside the body, re
move the two bolts and star washers
16-2 TAILGATE-ELECTRICALLY OPERATED WINDOWS-TRAVEL RACK

securing the latch assembly to the

body rear quarter panel. Remove latch
assembly.
The latch may be adjusted by loos-
ening the two mounting bolts and slid-
ing the latch closer to or further from
the tailgate.

liftgate Adjustment
The liftgote hinges hove slotted holes
to provide adjustment. The body half
of each hinge is slotted to provide in
and out adjustment. The liftgate half
of each hinge is slotted to provide ad- Toilgot. Latch
justment left or right. To adjust, loosen
the required screws, move to correct
position, and tighten screws.
Should the feature line of the lift-
gate not match the feature line of the
body, shims may be intsalled between
the hinges and the body of the vehicle.

liftgate Replacement
Removal of the liftgote should be
done by two men.
Raise liftgate and lower tailgate.
While one man holds liftgote in
raised position, the second man re-
moves the bolts securing the right and
left prop arms to the liftgate.
While liftgote is held in raised posi-
tion, scribe around the hinge so it may
be installed in the some position.
Remove the right and left hinge from
the body or the liftgote.
FIGURE 2- Tailgate Components- Manual Regulator
Access Hole Location
Tailgate Ad justment
Tailgate adjustment is similar to side
door adjustments. In and out move-
ment is obtained by changing the posi-
tion of the hinge relative to the body.
Wagoneer vehicles have access holes
in the rear frame crossmember to facil-
itate tailgate hinge adjustment (Fig. 2).

liftgate Handle and lock NOTE: Remove dovetails from body

Assembly Replacement
Raise liftgate.
Remove nut and washer securing
handle arm latch to handle stem. Re-
move arm latch and from outer side
of liftgote remove locking handle as-
sembly.
TAILGATE- WAGONEER
The tailgate is a horizontally hinged
unit equipped with a manual or elec-
trically operated window regulator. An
access hole in the inner panel is for
installing and servicing the window
regulator and latch assemblies (Fig. 2).
A torque rod serves as a counter-
balance to assist in opening as well as
closing the tailgate.
piffars before affempting to adjust toil-
gate hinges (Fig. 2 and 4).
Tailgate Hinge Adjustment-
Fore and Aft
The fore and aft (in and out) move-
ment of the tailgate is obtained by
adjusting the tailgate hinge half at-
tached to the underbody of the vehicle.
Loosen the body half hinge bolts
through the access holes in underbody
of vehicles.
Adjust hinges (in or out) until lower
portion of tailgate closes flush or
underflush with the body sheet metal
to ensure proper compression of the
weotherseal. Torque hinge bolts 15 to
20 Foot Pounds.
Replace rear crossmember, rear
FIGURE 3- Tailgate-To-Underbody
Hinge Adjustment
body hold down bolts, bumper and
brocket assembly, and spore tire. In-
stall all bolts and tighten securely.
Tailgate Hinge Adjustment-
Vertical and lateral
The vertical and lateral adjustments
of the tailgate to body opening ore
obtained as follows:
Remove the two tailgate hinge cover
plates.
Loosen bolts attaching hinges to
tailgate and adjust floating plates as
necessary to obtain proper vertical
and lateral adjustments.
 TAILGATE- ELECTRICALLY OPERATED WINDOWS - TRAVEL RACK
Door lodt
FIGURE 4- Tailgate Adjustment
The correct vertical (up and down)
adjustment is obtained when the top
surface of the tailgate outer panel is
flush to minus 1 / 16" with the outer pillar
surface of the body.
The correct lateral (side to side) ad-
justment is obtained when the tailgate
is centered to the body opening.
Tailgate Striker Plate
Adjustment
Adjust the tailgate lock striker plates
by loosening the screws attaching the
tapping plates. The floating topping
plates ore located in the body pillars,
which have tapped holes to permit od-
j-.stment in any d irection. The lock
lever tooth should be a ligned and nest
on the center of the striker support.
Add or remove striker plate spacer
shims to obtain this a lignment. Adjust
the striker so the lock enters the striker
freely, and the tailgate will remain in
the closed position without looseness
in the locks.
Tailgate Dovetail Adjustment
The dovetail assemblies stoblize the
tailgate and function as an overslam
bumper. Dovetail assemblies are lo-
cated on the body pillars near the
striker plates. Adjust dovetails as fol-
lows:
Check the a lignment of the dovetails
into the caps. Add or remove shims as
required to obtain correct alignment.
With dovetail attaching screws snug,
but not tight, close the tailgate into
the locks.
Lightly top the dovetails rearward to
seat them in the caps.
Carefully open the tailgate and top
the dovetails rearward on additional
1
/u". Securely tighten the dovetail at-
taching screws.
Check tailgate assembly for p roper
alignment and adjustment. Be sure the
tailgate latches properly with striker
plates, and that the dovetails align
into the caps.
Tailgate and Torque Rod
Removal
Remove tailgate access cover plate
and disconnect license p late lamp
wiring.
Remove tailgate seal cover assembly.
Close tailgate and drive out hinge
pins.
With tailgate in a vertical position,
counter balance torque rods are un-
loaded and can be pried from the clip
which is welded to the body half of
the hinge.
16-3
Remove screws holding lower end
of support arms to tailgate.
Tailgate and Torque Rod
Installation
Attach support arms to tailgate and
raise tailgate to a vertical position in
tailgate opening.
Insert curved end of one torque rod
in hole at bottom edge of tailgate and
right angle tapered end of rod in clip
which is welded to body half of the
hinge. Attach other torque rod in same
manner.
Install hinge pins with head of pin
on outboard side of hinge.
Install tailgate seal cover assembly.
Connect license plate lamp wiring
and replace access cover p late.
Adjust tailgate.
Tailgate Hinge Assembly
Replacement
Remove tailgate assembly.
Remove rear bumper and braces.
Remove spore tire.
Remove the two access hole cover
plates to expose the body hold down
bolts. Remove the bolts.
Remove rear crossmember by re-
moving attaching bolts.
With the crossmember removed, re-
move the body half of hinges by re-
moving attaching bolts.
Remove hinge cover plates and the
tailgate half of hinges.
Install hinge assemblies and torque
rods on tailgate with tailgate removed
from vehicle. To do this, first insert
torque rod end into clip on left hinge
assembly. Insert other end of rod into
tailgate retaining hole and attach
hinge to tailgate. Repeat procedure
with right hinge assembly and torque ,
rod.
With hinge assemblies and torque
rods installed on tailgate assembly,
lift tailgate to vertical position and
insert hinges into opening in rear sill.
Attach hinge assemblies to body.
Attach tailgate support arms.
Adjust tailgate.
Install hinge cover plates, rear cross-
member, body hold-down bolts, cover
plates, and seal cover assembly.
Connect license plate lamp wiring
and replace access cover plate.
Install spare tire, rear bumper, and
braces.
16-4 TAILGATE- ELECTRICALLY OPERATED WINDOWS- TRAVEL RACK

Tailgate l ock Remote Control
Replacement
NOTE: Should there be interference
between the tailgate gloss lifter chan-
nel and the tailgate remote control as-
sembly, the remote control assembly
must be replaced with a new assembly
Port No. 961995.
lower tailgate and move tailgate
gloss to the extreme out position so
remote control assembly will be ac-
cessible. Tailgate gloss should be sup-
ported by o sow horse to relieve the
stress on its lower edge.
Remove access cover and tailgate
latch handle from tailgate.
Remove screws holding center of
remote control assembly. Remove the
screws on each end of the remote
control rods.
Release lower edge of vinyl water
shield on vehicles so equipped.
Pull rods down toward bottom of
tailgate to obtain side clearance. Now
move the remote control assembly to-
ward the side of the tailgate so as to
free remote control from latch opening
in tailgate. The remote control assem-
bly is now free to be removed through
the access cover opening.
Tailgate lock Replacement
lower tailgate and move tailgate
gloss to the extreme out position so
remote control assembly will be ac-
cessible. Tailgate glass should be sup-
ported by o saw horse to relieve the
stress on its lower edge.
Remove access cover and remove
screws that attach ends of remote con-
trol rods to tailgate.
Remove the screws that attach the
lock assemblies to the ends of the toil-
gate and remove lock assemblies.
Box is hinged at the sides and in the
center. It is necessary to lower the
tailgate for access to the cross recess
countersunk attaching bolts.
The tailgate is held in the up or
closed position with a bar latch which
holds the gate closed and maintains
o constant pressure on the gate for
rattle-free operation. The bar latches
con be ad justed by turning the pivot
bolt in or out as necessary.
Tailgate Glass Replacement
Tailgate gloss is operated by o
double-arm window regulator which is
connected directly to an outside win-
dow regular handle. The complete
window assembly will slide up and
out of the run channels when the p ins
at the ends of the regulator arms ore
withdrawn from the slot in the lifter
channel. This may be accomplished by
removing the access cover on inside
tailgate panel and prying off retainers
with a screwdriver.
NOTE: Retainers can be damaged
when removed and their condition
should be checked. When installing re-
tainers, the tabs must be firmly locked
in groove of pin. If difficulty is experi-
enced when installing retainers, they
hove probably been damaged when
removed and should be replaced.
When installing tailgate g loss, check
the glass assembly and regulator sep-
arately to make sure that both operate
freely before connecting the two to-
gether.
Should d ifficulty be experienced in
raising the window from its lowered
position, replace the existing g loss stop
bumper. Push the new bumper on the
bracket as far as possible. Position its
free end to Jay up against the outside
panel.
assembly con now be removed through
access cover opening.
After insta llation and before access
cover is replaced, run window up and
down to check that window fits pro-
perly. The window regulator con be
adjusted by loosening the attaching
screws and moving the regulator as-
sembly in the slotted screw holes until
proper window ad justment is obtained.
Adjust handle to be in vertical posi-
tion when window is full up.
Tailgate Glass Adjustment
The tailgate glass, when closed,
must seat fully into the upper gloss
channel to obtain a positive seal at
the horizontal weatherstrip located at
the top of the tailgate. If the tailgate
g loss does not seat properly when
closed, check the upper gloss channel
to be certain it is bottomed in the
body opening, a lso check a lignment
of the tailgate glass to tailgate g lass
run channel. If ad justment is necessary,
loosen the two cop screws an either
side panel of the tailgate. Raise and
lower the g loss several times with the
tailgate in the closed position. This
will a lign the g lass with the channel.
Open the tailgate slightly and tighten
the adjusting screws with the tailgate
in the vertical position.

TAILGATE - TRUCK Tailgate W indow Regulator

The tailgate on the Thriftside Pickup
Box is hinged at the rear, with hinges
bolted to the side panel posts. The
hinge attaching bolts are accessible
for hinge adjustment or replacement
while the tailgate is in the closed or
open position.
The tailgate is held in the up posi-
tion with hooks which pass through
slotted brackets on the tailgate and
Replacement
To remove the tailgate window regu-
lator, remove the access cover. Remove
tailgate window. Remove regulator
handle by sliding name plate cover
aside and rotating handle until hole
in handle is a ligned with screws that
attach handle assembly to the tailgate.
Remove attaching screws and handle. Adiuting Screw~
Through access opening, remove the 728 14

on the side panel posts. screws that attach the regulator as-
The tailgate on the Townside Pickup sembly to the tailgate. The regulator FIGURE 5 - Glass Channel Adjustment
 TAILGATE - ELECTRICALLY OPERATED WINDOWS - TRAVEL RACK
ELECTRIC TAILGATE WINDOW
The ignition switch must be in either
the accessory or ignition position to
energize the window lift circuit.
The rear window control switch is
located left of the steering column
on the instrument panel. The switch
is spring loaded and will return to
the neutral position.
The tailgate glass can a lso be low-
ered or raised, by inserting the igni-
tion key in the tailgate lock. Turn
the key to the left to lower it and to
the right to raise it.
After the glass has been lowered,
the tailgate can be opened by lifting
up on the tailgate latch release handle
on the inside of the tailgate at the
center.
Safety Switch
A safety switch mounted in the up-
per left side of the tailgate prevents
raising the glass when the tailgate is
in the open position to avoid possible
damage to glass channels and regu-
lators.
Circuit Breakers
The electric tailgate regulator motor
and wiring harness are protected by
two 30 ampere circuit breakers located
on the left side of the engine com-
portment firewall.
Instrument Panel Switch
The rear window switch is mounted
at the lower left side of the instrument
panel. The switch is retained to the
instrument panel by two screws.
Wiring Harness
The tailgate circuit has one main
harness which is routed on the left side
of the cor.
A wire harness from the regulator
motor and tailgate safety switch is
connected to the main harness at the
lower left bottom side of the tailgate.
Remove the tailgate cover plate to
gain access to the motor wiring.
Tailgate Key lock
The tailgate key lock assembly is
held in place by two special screws
located under the key hole cover.
Tailgate W indow Switch
The tailgate window switch is mount-
ed to the bottom side of the left regu-
lator mounting support. It is fastened
with two screws which ore visible and
accessible after the window regulator
is removed. This switch is operated by
the tailgate key lock and is connected
to the lock by the lock shaft.
Diagnosis Guide
Six colors ore used for coding the
wires in the tailgate electric window
regulator circuit (Fig. 6). A test lamp
with one end connected to ground and
the other to the individual conductors
con be used for diagnosing problems
which may occur.
The following lists the color code
and the test lamp indication for a
properly operating system.
Black wire from ignition switch to
circuit breaker
White wire from circuit breaker to
instrument panel switch
Red wire
Red with white tracer wire
Green wire
Blue wire
NOTE: When testing the operation
of the instrument panel switch, the igni-
tion switch must be oN"'. Test lamp
light indications are the some for either
tailgate or instrument panel switch Of>
eration.
Block wire in tailgate supplies the
ground for the tailgate electric regu-
lator circuits. If the wire is broken or
16-5
disconnected, motor will not operate
in either direction.
The proper assembly of all movable
parts is important for satisfactory op-
eration of the tailgate window.
The g lass assembly must be in align-
ment in the tailgate and gloss slide
channels to operate with free move-
ment.
The window regulator teeth in all
gears, the coil springs, and the bottom
channel slide sections, must be lubri-
cated with "Lubriplote" or equiva lent.
This will ensure free movement for
proper operation of the g lass when
it is raised or lowered.
TRAVEL RACK
Roof luggage racks are available
on the Commando and Wagoneer
Station Wagon models.
The luggage rack consists of side
Test lamp lights continually with
ignition "ON". No light with ignition
"OFF".
Test lamp lights continually with
ignition "ON". No light with igni-
tion "OFF".
Test lamp lights when connected at
any point along the red wire with
ignition "ON" or "OFF"
Test lamp lights brightly when
switch is actuated for "UP" opera-
tion. No light when actuated for
"DOWN".
Test lamp lights brightly when
switch is actuated to "UP" or
"DOWN"
Test lamp lights brightly when
switch is actuated to "DOWN". No
light when actuated to "UP"
rails, end roils, stanchions with bases
and a rack bed.
A base is attached to the roof top
with well nuts and machine screws. A
stanchion or support is mounted to the
base and holds the roils. The rock
bed is also attached to the support
bose.
The entire luggage rock can be re-
16-6 TAILGATE-ELECTRICALLY OPERATED WINDOWS-TRAVEL RACK
Circuit Breoken
Rear WU'ldow Switch
(at Instrument Panel}
Window Jamb Safety Switch
FIGURE 6- Electric Regulator- Wagoneer Tailgate
Carrier Bed moved or, individual components can
be removed while the assembly is on
the vehicle.
When removing the entire assembly,
remove the base anchor screws. Do
not apply extreme pressure to the
screws when removing or installing as
this may cause the well nuts to drop
between the roof panel and the head-
lining.
After a ll base screws ore removed,
l72078 lift the entire luggage rock off of the
vehicle, g rasping the roils only.
FIGURE 7 - luggage Rack Mounting To remove a side roil, remove the
4 Red/White Trocar
3 Green
2 Blue
1 Red
four screws from the posts and move
the roil toward the center of the ve-
hicle.
To remove on end roil, loosen the
set screws which hold the stanchion
to the two corner bases. Remove the
screws from the side roils and the
end roil and tilt the stanchion to the
side.
Remove the roil.
To remove a stanchion, remove the
screws from the roil(s).
Remove the stanchion set screw and
the stanchion.
 WINDSHIELD- 17-1

REAR WINDOW-
WINDSHIELD WIPER
Page Page
WINDSHIELD - REAR WINDOW ..................... I Wiper Arm Removal ............................. 4
GLASS REPLACEMENT .............................. I Wiper Motor Removal .............. . .. . .. . . . ... .4
Moulding and Insert Removal .................. . ... I TWO-SPEED WIPER MOTOR ............. . . .... . .. .. .4
Glass Removal . . . . . . . ......................... I Troubleshooting Procedure,
Glass Installation ............................... I In Vehicle ............... . ... . .. . ..... . 5
Stainless Steel Moulding Removal ........... .. . . .. . 2
On Bench ...... . .... . .... . ............ .5
Folding-Windshield Removal .................... . .. 2
Disassembly - Wiper Motor & Washer .. .. . . . . . .... .5
WINDSHIELD WIPERS .............................. 3
Assembly -Wiper Motor & Washer . ... . ..... . .. ... . 5
Wiper Control Removal .. .. ... . . . ... .. .. .. . . ...... 3
Disassembly - Washer Pump .......... . . . .. ... . .. . 6
Wiper Blade Removal ....... . ..... .. ..... . ........ 3

WINDSHIELD - REAR WINDOW
The windshields on all models con-
sist of two sheets of glass, some flat
and some curved, laminated together
to form a one-piece safety glass.
The rear window is a one piece tem-
pered gloss. The overall size of the
glosses vary with the different vehicles.
All windshields and rear win'dows
ore retained in their respective open-
ings by similar lock type rubber
weatherstrips {channels).
The safety type gloss is designed
with adequate clearance to prevent
stress and strains. When replacing
crocked gloss resulting from co~ses
other than o direct blow or o known
instance of temporary misalignment, it
is very important that the cause of the
breakage be determined and the con-
dition corrected.
GLASS REPLACEMENT
Mould ing and Insert Removal
A "V" shaped rubber insert or
flat mylar strip is set into o molded
groove in the rubber weatherstrip on
some units, to provide a snug fit to
the glass and the opening flange.
On others on interlocking type lip
is port of the weatherstrip as shown
in Figures 3 and 4.
The weatherstrip should be 75F.
{24C.) or above before windshield
removal is attempted.
Cover adjoining pointed surfaces
to protect finish.
Remove windshield wiper arms using
a wiper arm removal tool if available.
If not, use a wide blade screwdriver.
On vehicles so equipped, remove
the windshield insert moulding or "V"
shaped rubber strip from around the
outside of the windshield using a screw-
driver blade and carefully pry the
insert from the slit in the weatherstrip
(Fig. 1).
Prying Insert Fro1n Weatherstrip 72801
FIGURE 1 - Removing Windshield
Moulding Insert From Weatherstrip
O n units with the locking type
weatherstrip use o wedge shaped fiber
or hardwood stick or wand as shown
in Figure 2 to unlock the weatherstrip
as shown in Figures 3 and 4.
J.:~J--1/8"
T~s----- .
1/2" - - -- . . -:-: -~. /
10" ------------::::::.rr--
1 3 /4"
l72030
FIGURE 2- Wooden Wand
On vehicles with the stainless steel
mouldings, remove the moulding screws
at the top and bottom of the side
mouldings.
Remove top corner moulding, lifting
bottom and pull outboard. Side mould-
ings are tipped toward center of ve-
hide and lifted off. Remove top
moulding. Slide center moulding clip
to left or right and remove bottom
mouldings.
This will expose the locking type
weatherstrip shown in Figure 3.
The locking type weatherstrip with-
out mouldings is shown in Figure 4.
On units with or without mouldings,
unlock the rubber weot.herstrip start-
ing at the bottom with a fiber stick or
wand as shown in Figure 5.
G loss Removal
Use fiber stick to break sea l between
windshield glass and weatherstrip.
Removing the windshield from the
weatherstrip should be done by two
men, one man pushing lower inside
corner, one man lifting as windshield
comes free.
Remove weatherstrip from opening.
Inspect weatherstrip and clean old
sealer from glass cavity and flange
cavity.
N O TE: Inspect for uneven surfaces or
irregularities in the windshield opening
Range that could cause stress damage
to the windshield glass.
If windshield has been removed for
reasons other than damaged gloss and
is to be replaced, clean hardened
sealer from gloss edges.
Gloss Installation
NOTE: Windshield installation should
be accomplished in relatively warm
surroundings in order that the wind-
shield weatherstrip will remain pliable
to make the installation operation easier
17-2 W INDSHIELD- REAR WINDOW - WINDSHIELD WIPER
Locl<ed Position
Unlocked Positlon
FIGURE 3 - Windshield Weatherstrip Cross-Section Moulding Removed
shield opening flange. If removed
weatherstrip is used, be sure gloss
cavity and flange cavity ore clean.
Using o medium body sealer in o
pressure type applicator, apply o 3/ 14"
bead of sealer completely around
weatherstrip in flange cavity as shown
in Figure 3.
Install the weatherstrip on the wind-
Locked Posit1on shield opening flange.
Weathentrip 72803
Apply a liberal amount of liquid
FIGURE 4 - Windshield W eatherstrip soap solution in the gloss cavity of the
- Cross Section weatherstrip.
With two men working on the out-
side of the vehicle, work windshield
into upper glass cavity and into each
side. Position wooden wand under
bottom of glass and lift windshield up
and into lower gloss cavity. Check for
equal side clearance.
Use the wooden wand to lock
weatherstrip as shown in the locked
position (Fig. 3 and 4).
Using o pressure type applicator,
apply o medium bodied sealer between
Rubber Weatherstrip Wood Wand or
Fiber Stick the weatherstrip and gloss on outside
of gloss around entire perimeter (Fig.
FIGURE 5 - Unlocking Rubber 3).
W eatherstrip
and reduce the possibility of breaking Stainless Steel Moulding
the windshield. Installation
Clean any old sealer from wind- NOTE: Excessive soap solution should
be removed from the weatherstrip be
fore installing trim moulding.
Bottom mouldings ore installed one
at o time. To facilitate installation,
place o Ys" (0.32 em.) diameter cord
in weatherstrip moulding retaining
groove along entire length of weather-
strip, leaving enough cord hanging out
at each end to permit o good grip on
cord. Working first with either left or
right bottom moulding, place moulding
in groove.
Starting at the outside corner of the
weatherstrip, pull up on cord while
lightly topping top of moulding with
rubber mallet. This will lock the mould-
ing in the weatherstrip retaining
groove. Continue process until mould-
ing is installed in weatherstrip, and
then repeat process with the other bot-
tom moulding, again starting at the
outside corner. Install center moulding
clip to cover gop between left and
right bottom moulding. The one-piece
top moulding is installed in the some
manner, except that the moulding is
topped upwards into the retaining
groove. Side and upper corner mould-
ings con then be inserted in the retain-
ing groove and secured by installing
the upper and lower screws.
Fill gop at upper outboord corner
between trim moulding and body with
black sealer.
Clean excess sealer from windshield
and moulding.
Install windshield wiper arms.
Test windshield for water leaks.
Folding-Windshield Removal
On the CJ-5/CJ-6 models the wind-
shield and frame assembly may be
lowered to the hood by unlatching
the two clamps at each side of the
windshield. When in the lowered posi-
tion, always secure the windshield by
passing the strop at the top of the
windshield through the loop on the
hood end drawing the strop up firmly.
To remove the windshield and frame
as on assembly, remove the wiper con-
trol switch from the dash. Disconnect
the windshield wiper motor electric
wires from the switch and remove them
from the grommetted hole.
Unlatch the two windshield clamps
on each side of the windshield. Fold
the windshield forward until the slot
in the windshield hinges aligns with the
flat side of the pin in the body hinges.
 WINDSHIELD- REAR WINDOW - WINDSHIELD WIPER 17-3

Slip windshield off the pins and remove
from body.
The gloss con be removed from the
frame, in the some manner as outlined
for all windshield gloss removal, after
the wiper cover has been removed.
WINDSHIELD WIPERS
All models ore equipped with a
two speed electric wiper motor.
O n the CJ-5/CJ-6, the motor is
mounted on the lower left corner of
the windshield.
O n the Commando, the motor is
mounted on the broke and clutch pedal
mounting brocket under the instrument
panel.
Pivot Shaft and Arm
operated by turning the control knob
in a clockwise direction.
The washer is actuated by depress-
ing the push button in the center of
the wiper control knob.
Wiper Control Removal
CJ-5/CJ-6, Wagoneer and
Truck
Loosen the slotted set screw and
slide the knob off.
Remove hexagon nut on CJ-5/CJ-6
models; spanner nut on Wagoneer and
Trucks.
Remove the switch.
Mark the wire color locations on
the switch and disconnect the wires.
Commando
Remove the three y.." hexagon
head screws (behind the instrument
panel) holding the switch to the switch
control panel. Note the ground wire
position.
Separate the wire harness plug from
the switch with o screwdriver.
Wiper Blade Removal
CJ-5/CJ-6 and Commando
The wiper blade assembly is re-
moved from the wiper arm by holding
Blade

P"ovot aody and

Link Arm

Drive link Arm

Nut
Motor Cover
l72066

FIGURE 7 - Commando Wiper and Washer Components

L72060

FIGURE 6 - CJ-5/CJ-6 Wiper Components

On the Wagoneer and Truck, it

is mounted to the dash panel under
the hood.

Wiper and Washer Controls

.:;""....V.~:==- Pivot Body to
The control switches are mounted Cowl Top
on the instrument panel, to the left of Mounting
the steering column.
A clockwise rotation knob control
switch is utilized on the CJ-5/CJ-6.

A pull type washer manual pump

and control knob assembly is mounted
on the instrument panel to the right
of the steering column.
On the Commando, a single unit
vertically mounted dual-toggle type
wiper motor and washer pump control
switch is utilized. ll2061

Wagoneer and Truck wipers ore FIGURE 8- Wagoneer and Truck Wiper Components
17-4 W INDSHIELD - REAR WINDOW- WINDSHIELD WIPER
the blade away from the windshield,
and pushing it firmly against the tip
of the arm (to compress the spring ten-
sion and disengage the retaining pin
from the hole). At the some time pivot
the blade clockwise to unhook it from
the end of the arm.
Wagoneer and Truck
lift the blade away from the wind-
shield, and tip the blade end toward
the gloss (to disengage the embossing
tab on the top of the arm from the
hole). And, slide the blade away from
the end of the blade slightly. Push
the spring tab downward (to disengage
the embossing from the depression in
the bottom side of the arm) and slide
the blade assembly off of the arm.
On installation of the blades the
embossings must be fully engaged to
ensure positive retention.
Wiper Arm Removal
To remove the windshield wiper arms
from the pivot body shaft, first mark the
pivot shaft and arm so that the wiper
are con be reinstalled in the same po-
sition, and then pry up carefully on
the wiper arm as shown in Figure 9.
Wi~r Arm Screw Driver
72841
FIGURE 9 -Wiper Arm Remova l
Wiper Motor Removal
CJ-5/CJ-6
Remove the extreme left plastic hole
plug from the bottom of the windshield
frame air duct and disconnect the drive
link from the motor crank.
loosen the wiper control switch knob
slotted set screw.
Remove the control switch and mark
location of wires on switch housing
prior to disconnecting wires.
Remove the motor cover and the
motor.
NOTE: The motor cover must be
sealed when installing.
Commando
Disconnect wire harness plug and
speedometer cable from instrument
cluster.
Remove instrument cluster from in-
strument panel by depressing retainer
springs at each corner.
Remove the three motor to broke
and dutch pedal mounting brocket
screws.
Disconnect wiper drive link from
motor crank.
Disconnect washer hoses from
washer pump. Pivot the motor as
sembly to right and drop below in-
strument panel.
Mark wire locations for proper as-
sembly.
Disconnect wire harness from motor
and washer pump, and remove motor.
W agoneer and Truck
Disconnect wiper drive link from
crank under the instrument panel.
Mark wire locations at motor for
proper assembly under the hood.
Discol)nect motor and washer pump
wires at motor under the hood.
Remove motor to dash mounting
screws.
Wiper Pivot Shaft and
linkage Removal
Remove the wiper arms and pivot
shaft nuts, washers, escutcheons and
gaskets.
Disconnect the drive arm from the
motor crank.
Remove individual links where nec-
essary, to remove pivot shaft bodies
without excessive interference.
I I
~~~'----~-~~~---
3-1/8"
1"
1-1/4"
Passenger Side
FIG URE 10 - W iper Arm Pork Position
TWO-SPEED WIPER MOTOR
When the dash switch is moved to
the low-speed position, current from
the battery flows through a series field
coil and is divided. One port posses
through the shunt field coil to ground
at the dash switch; the other part
passing through the armature to
ground at the dash switch.
Moving the dash switch to the high-
speed position opens the shunt field
circuit to ground at the dash switch and
keeps the armature circuit dosed to
ground. The shunt field current must
then pass through a 24-ohm resistor
located on the back of the wiper ter-
minal board and then through the
some lead that connects the armature
circuit to ground through the dash
switch.
Moving the dash switch to the OFF
position opens both the armature and
shunt field circuits to ground at the
dash switch. However, both of these
circuits are still closed to ground
through the parking switch. When the
cam on the wiper output gear opens
the park switch contacts, the wiper
blades ore in the parked position.
Terminal-7 Terminal~ L72067
FIGURE 11 -Two-Speed Wiper
Test Connectio ns - All Models
2-1/2" CJ-5/CJ~ +
3/4".()'
3/8" Comma ndo + 3/4".()'
27 /8" Wagoneer-Truck + 3/4".()'
Driver's Side L72085
 WINDSHIELD - REAR WINDOW - WINDSHIELD WIPER
Troubleshooting Procedure
Figure 11 illustrates the method of
connecting leads to the two-speed
wiper for either bench operation or
to run wiper independently of dash
switch and vehicle wiring when in-
stalled in vehicle.
Typical wiper troubles ore: wiper in-
operative; wiper will not shut off; wiper
only operates on fast speed; wiper
only operates on slow speed; wiper
shuts off with dash switch in high-
speed position; blades do not return
to pork position when wiper is turned
OFF; wiper speed normal at low but
too fast in high; intermittent operation.
Troubleshooting procedures ore di-
vided into two categories: wiper
troubleshooting in vehicle; wiper
troubleshooting on bench.
Wiper Troubleshooting in
Vehicle
If wiper is inoperative, check fuse,
and that wiring harness is properly
connected to wiper motor and dash
switch; wiper ground strop is connected
securely to vehicle body; and dash
switch is securely mounted.
With ignition switch on, check for
12 volts at harness terminal that con-
nects to wiper terminal. To determine
if dash switch or wiring is at fault,
disconnect harness from wiper motor
and try operating wiper as shown in
Figure 11. If wiper foils to operate,
remove body parts as required, dis-
connect transmissions from wiper crank
arm, and recheck wiper operation. If
wiper still foils to perform correctly,
remove wiper from vehicle and check
wiper according to procedure under
"Wiper Troubleshooting on Bench."
If wiper will not shut off, determine
if wiper has both low ond high speeds,
slow speed only, or high speed only.
It is important that the wiper operates
at low speed during perking cycle.
Disconnect wiring harness from wiper
motor ond try operating wiper in-
dependently of dash switch as shown
in Figure 11.
If wiper shuts off correctly with
crank arm in park position and wiper
has both speeds, check the lead be-
tween terminal (7) and dash switch
ground; and check for defective dash
switch. If wiper shuts off correctly but
wiper has low speed only, check lead
between wiper terminal (1) and dash
switch ground and check for defective
dash switch. If wiper shuts off cor-
rectly but has high speed only, check
lead between wiper terminal ond dash
~tch open circuit and check for de-
fective dash switch.
If wiper still fails to operate cor-
rectly, remove it from vehicle and
check it per instructions under Wiper
Troubleshooting.
If wiper hos only fast speed, check
for defective dash switch or open lead
between terminal (1) and dash (witch.
If wiper has only slow speed and
shuts off with dash switch in high speed
position, reverse harness leads that
connect to wiper terminals (1) and (A)
shown in Figure 11.
If blades do not return to pork po-
sition when wiper is turned off, check
wiper ground strop connection to ve-
hicle body. Remove wiper from vehicle
and check for dirty, bent, or broken
pork switch contacts.
If wiper speed is normal in slow, but
too excessive in fast speed, remove
wiper from vehicle and check for on
open terminal or resistor.
If wiper operates erratically, check
for loose wiper ground strap connection
or loose dash switch mounting.
Wiper Troubleshooting on
Bench
Refer to Figure 11.
Using ammeter capable of reading
at least 30 amperes check feed wire
circuit shown in Figure 11 for open
circuit.
If wiper is inoperative, connect wiper
to operate in low speed and observe
current draw. If the reading is zero
amp., check for loose solder connec-
tion at feed terminal or loose splice
joints. If reading is 1 to 1.5 amp.,
check for open armature, sticking
brushes, or loose splice joint. If reading
is 11 amp., check for broken gear
seized shaft or some other condition
that will stall the wiper.
If wiper will not shut off, this condi-
tion may exist if wiper has one or both
speeds. If wiper has both speeds, check
for pork switch contacts not opening
or internal wiper motor lead that con-
nects to wiper terminal (7) being
grounded. If wiper has low speed only,
check for internal wiper motor lead
that connects to wiper terminal (1)
being grounded, and check shunt field
17-5
coil for ground. If wiper has high speed
only, check for internal wiper motor
lead that connects to wiper terminal
(1 ) being open, and check for shunt
field open circuit.
If wiper crank arm does not return
to park position when wiper is turned
off, check for dirty, bent, or broken
pork switch contacts.
If wiper speed is normal in slow,
but too excessive in fast speed, check
for open circuit in the 20-ohm resistor
on bock of wiper terminal board.
If wiper operates erratically, check
for sticky brushes or loose splice joints.
If the wiper will not shut off, or wiper
crank arm foils to stop in pork position
when jumper wire is removed from
wiper terminal (1 ), check that pork
switch contacts ore opening. Also check
for ground in internal motor lead that
connects to terminal (1).
Disassembly of Two-Speed
Wiper Motor and Washer
Refer to Figure 12.
Remove pump cover and pump.
Remove vacuum motor from pump.
Clamp crank arm in vise and loosen
crank arm retaining nut.
Remove seal cop, retaining ring,
and end plate washer. Seal cop should
be cleaned and repacked with o water-
proof grease before reassembly.
Punch out the gear box cover retain-
ing rivets and remove cover from gear
train. Mark ground strop location for
reassembly purposes.
Remove output gear-and-shaft. Then
slide intermediate gear-and-pinion off
shaft.
Remove terminal board and pork
switch by unsoldering motor leads from
terminals and drilling out rivets that
secure the terminal board and pork
switch ground strap to plate.
To remove motor section, release
brush spring pressure against brushes.
Move brushes away from armature and
slide armature out of frome and field
assembly. Pull end clomp off armature.
Remove end p late ad justing washers.
Assembly of Two-Speed Wiper
Motor and Washer
When reassembling the gear box
cover, be sure cover is located properly
over locating dowel pins. Also be sure
17-6 WINDSHIELD - REAR WINDOW - WINDSHIELD WIPER
Gea r a nd Pinion Cover a nd Termina l Boord
Spring
Gear and Shaft
Gear Train Caver
FIGURE 12 - Two Speed W iper Motor and Washer- Commando
to install ground strop. When reassem-
bling the crank arm, operate wiper to
pork position and install crank arm
on output shaft so that identification
marks line up with those in the cover.
Clomp crank in vise before securing
the retaining nut. When reassembling
motor, lubricate the armature shafts
and bearings with o light machine oil.
All gear teeth should be lubricated
with o cam and boll bearing lubricant.
Assemble washer pump assembly to
wiper motor. Refer to Figure 13 for po-
sitioning of washer pump com drive.
NOTE: Armature end play is auto-
matically odiusted by the proper as-
sembly of end play washers.
Washer Pump Disassembly
Remove two screws attaching pump
to cover. Remove pump.
when resoldering coil leads.
Four lobe Com
Remove coil retainer clip and slip
coil assembly out of mounting brocket.
Ratchet Wheel Coil ond Polo Auembly
Clutch Spring
Rcrtchet
Pawl
Spring
Rotchet
Plunger Arm Actuator Pin 721109
l72068
FIGURE 14- Washer Pump Assembly
Disengage spring from ratchet pawl,
remove retainer clip and slide ratchet
pawl off shaft.
Remove valve assembly by removing
four screws securing valve assembly to
bellows housing.
Manually operate pump clockwise to
release pump from lockout position as
shown in Figure 15.
Hold bellows plunger arm from mov-
ing, then push in on bottom of bellows
with thumb and twist bellows 90 to
remove bellows and sp ring from hous-
ing.
FIGURE 13 - Washer Pump Cam Drive
Remove pump cover retaining clip.
Remove pump cover.
Unsolder coil leads from termina ls. 72110
NOTE: No coil polarity is necessary FIGURE 15 - Pump lockout Position
 INSTRUMENT PANEL AND 18-1

MOUNTED ASSEMBLIES
Page
INSTRUMENT PANEL ............................... 1
INSTRUMENT PANEL OVERLAY PAD .................. 1
Removal and Installation ......................... 1
GLOVE BOX
Glove Box Door ................................ 2
Page
Glove Box Door Striker . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Glove Box lock and latch .... . ....... : . . . . . . . . . . 2
Glove Box lock Cylinder . . . . . . . . . . . . . . . . . . . . . . . . 2
Removal ................................... . 2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

INSTRUMENT PANEL Wagoneer and Truck Instrument Panel Overlay Pad

All instrument panels ore of formed
sheet metal construction reinforced with
braces and fastened to adjacent body
panels with welds or bolts. The instrv-
ment panels contain the instrument
cluster, ignition switch, switch control
panel and/or individual switches and
the glove box. Also attached to the
panel ore the steering column, brake
and clutch pedal supports and the
hand broke.
(Crash Pad)
The instrument panel is bolted to the
surrounding body sheet metal and to
the brake and clutch support brackets.
When removing the instrument panel,
the windshield must be removed to
obtain access to the bolts under the
windshield weatherstrip that attach
the instrument panel to the cowl. Other
instrument panel attaching bolts must
also be removed.
A vinyl coated polyurethane safety
pod is attached to the instrument panel
on the Commando, Wagoneer and
Truck models. A similar crash pod
which attaches to the lower frame of
the windshield is also available as a
factory option on the CJ-5/CJ-6.
The safety pods are fastened to the
instrument panel or windshield frame
with pressure type clips, studs with
nuts, or sheet metal screws.

Removal and Installation

CJ-5/CJ-6
Remove the five retaining screws
along the top edge of the crash pod.
The lower edge of the crash-pad is re-
tained with compression type spring
retainers. Insert o stiff putty knife be-
tween the crash pod and the frame at
each of the four clips, and pry the pod
away from the frame to release the
clip.
To install the crash pod, align the
Control Switches Instrument Cluster T2111
spring clips with the retaining holes
FIGURE 1 - Instrument Panel - CJ-5/ CJ-6 and snap the panel into place. Install

CJ-5/CJ-6

The instrument panel is bolted to the

cowl and dash panel area with cap
screws. Eight of these cop screws are
located on the face of the panel and
one at each side, accessible from under

the instrument panel.

Commando
The instrument panel is on integral
unit welded across its top flange to the
cowl. The panel is bolted to the sides of
the cowl and to the steering column,
broke and clutch pedal supports and
hand broke brocket. It con only be
removed by breaking the welds from Instrument Cluster T2110
under the windshield frame that se-
cures it to the cowl. FIGURE 2- Instrument Panel -Commando
18-2
Instrument Cluster
FIGURE 3- Instrument Panel - W agoneer a nd Truck
the screws along the top edge at the
bose of the windshield.
Commando
Remove the screws located along the
forward upper edge and remove the
nuts from the studs at the outer ends
of the crash pod. The screws ore ac-
cessible from the top of the panel at
the bose of the windshield, and the
nuts ore accessible from under the
instrument panel.
When installing the crash pod, start
-but do not tighten the retaining
screws. When all screws and nuts ore
installed, tighten them evenly, begin-
ning at the center and working to the
sides.
Wagoneer and Truck
Remove the windshield and the wind-
shield weatherstrip to expose the crash
pod retaining screws at the bose of
the windshield. Refer to Windshield
Removal.
Remove the crash pod retaining
INSTRUMENT PANEL AND MOUNTED ASSEMBLIES
screws. Pull out the pod to release the
spring retaining clips.
When installing, align the clips with
the retaining holes and snap the panel
into place. Install the retaining screws
at the bose of the windshield. Insta ll
the windshield weatherstrip and the
windshield.
GLOVE BOX
The glove box is attached to the
glove box opening flange with sheet
metal screws. Remove the screws from
around the opening and move the box
down and out from the rear of the
instrument panel. If the air conditioning
evaporator prevents lowering, the box
con be carefully compressed at the
crease lines, and removed through the
opening.
Glove Box Door
The glove box door hinge mounting
holes ore elongated, or enlarged, to
allow the door to be adjusted to fit
the opening. To raise or lower the door
in the opening, loosen the screws which ~
attach the hinge to the door and ad-
just. To move the door in or out, loosen
the screws which attach the hinge to
the opening and adjust.
Glove Box Door Striker
The door striker is mounted at the
top of the opening with two sheet
metal screws. The holes in the striker
ore elongated for in or out adjustment.
Glove Box Lock and Latch
Assembly
The glove box lock or the latch
assembly is inserted through the glove
box door from the outside. The assem-
bly is held in place by a screw through
the retainer to the lock housing.
Glove Box Lock Cylinder
Removal
For maintenance o r lubrication, the
cylinder lock may be removed from
the lock housing without removing the
complete o.ssembly from the glove box
door.
Open the glove box door. Insert the
key and rotate the cylinder to expose
the tumblers. Momenta rily remove the
key. Depress the retainer tumbler and
re-insert the key to depress the lock
tumblers.
Remove the cylinder.
Installation
Depress the retainer tumbler and
insert the key to depress the lock
tumblers. Insert the cylinder and key.
Hold the cylinder in place and remove
the key.
 SEAT ASSEMBLIES 19-1

AND ADJUSTERS
Page
FRONT SEAT ASSEMBLIES .......................... 1
front Seat Adjustment ...... . ..................... 1
front Seat Removal ....... . ...................... I
Page
REAR SEAT ASSEMBLIES ............................ 1
Rear Seat Removal .............................. 3
SEAT BELTS . . .................. . ................ . 3

FRONT SEAT ASSEMBLIES

On the CJ-5/CJ-6 and Commando
bucket seats, or %-Y split bench seat~
ore available.
On the Wagoneer and Truck, full
bock bench seats, or bucket seats ore
available.

Front Seat Adjustment

All driver's seats ore horizontally

........,.., ~~
adjustable by means of a control lever
located under the left-hand corner of
the seat, as shown in figure 1.
Lock Spring'-._ _

c-,

717 1

FIGURE 1 -Driver's Seat Adjustment

lever \72069

FIGURE 2- Front Seat Slide Mechanism - Typical

The front seat frame attaches to the
seat tracks and the seat tracks, in turn,
attach to brackets which ore bolted to
the floor. Spring release locks ore
mounted on the seat tracks and po-
sitioned so the lock-stop will fall into
one of the notches on the flange of the
track. The locks ore released by moving
the front seat adjustment lever arm.
On the CJ-5/CJ-6 and Commando,
additional fore or oft positioning of the
full bock bench seat assembly, remove
the four bolts and lockwoshers that
attach the front seat support brocket
to the floor pon.
The passenger seat in the CJ-5/
CJ-6 con be removed by tumbling the
seat assembly forward. Disengage the
right side hinge as the flat area on the
hinge pin matches the slot opening in
the bracket half of the hinge. Raise the
Commando may be removed by first
unlatching the seat safety catch, tilting
the seat forward and removing the
vehicle jock from its storage position
between the two seat support brackets
and then removing the hinge pin bolt
from each brocket.
REAR SEAT ASSEMBLIES

driver's seat con be obtained by
changing the seat mounting location
to any of the three attaching holes
provided in the seat support. Remove
the four attaching bolts, move the seat
to the desired fore or oft position and
reinstall the bolts.
Front Seat Removal
To remove the driver's seat, or a
right side of the seat and match the
slotted opening and flat area of the
pin on the left hinge and remove the
seat.
To install, first insert the left hinge
pin into the slotted half of the hinge
and then engage the right side. Rotate
the seat assembly to the normal up-
right position.
The hinged passenger's seat in the
a
CJ-5/CJ-6 and Commando
The rear seat is of one-piece con-
struction and is mounted by four bolts
to two parallel brackets which, in turn,
ore secured to the floor of the vehicle
by four bolts.
All seats ore of spring design and
utilize podding and foam rubber in
their construction.
19-2 SEAT ASSEMBLIES AND ADJUSTERS

from foiling backward when the seat

is in the folded position. It connects
the seat frame by means of o pin on
the seat frame ond on eye on the
strop. The strop should olwoys be
connected to the seat whenever the
seat is in the folded position.

nt06

FIGURE 6 - Rear Folding Seat,

latched Position

To adjust the striker, tilt the seot

FIGURE 3 - Passenger's Seat Assembly - Commando bock forward ond loosen the striker
bolt to allow forced movement of the
Wagoneer A rear seat holding strop, attached striker. Raise the seat bock to the up-
to the door pillar, prevents the seat right latched position ond top the
The full width rear seat is assembled
to the body floor by two hinges to
allow the seat to be fully folded-up
to provide maximum rear cargo load-
ing space.

717AA

FIGURE 4- Rear Fold ing Seat,

Strapped Position

A latch on each side of the rear

seat bock engages o striker bolted
into cage nuts on the rear wheelhouse
panels. The cage nuts allow movement
for striker adjustment.
To tilt the seat bock forward, release
the latch on the left side by raising the
latch lever and simultaneously pulling
the seat bock forward. FIGURE 5 - Maximum Cargo Area
 SEAT ASSEMBLIES AND ADJUSTERS 19-3

striker into position for maximum

latch/striker engagement. Unlatch the
seat bock carefully so as not to
change striker position and then tighten
the striker bolt securely.

Rear Seat Removal

CJ-5/CJ-6 and Commando
The rear seat is of one-piece con-
struction and is mounted by four bolts
to two parallel brackets which, in turn,
ore secured to the floor of the vehicle Seot Baclt Spring
by four bolts. Trimmed and Fram
Cushion

Wagoneer
The rear seat is mode up of o rear
seat cushion and bock mounted on o
seat frame which is connected to the
floor board by two hinges. The rear
seat is shown in Fig. 8
The rear seat bock is connected to
the cushion by two hinges. The seat
bock con be removed by removing the
hinge shoulder bolts and lifting seat
off the hinges.
To remove the rear seat assembly,
unlock the seat bock sliding lock bolt
and fold the seat back down. Remove
the six bolts securing the seat hinges
to the floor riser.

SEAT BELTS L72071

Seat belts ore standard for all FIGURE 8- Rear Seat, Wagoneer

designated front and rear seating po-

sitions on all Jeep vehicles. Belts ore
attached to seat belt retainers bolted
to the floor and wheel housings.
The rear outboard seat belts on the
Wagoneer must be routed through
the seat, similar to the inboard belts.
The seat tilt mechanism may cut or
scuff the seat belts if the belts ore
routed around the outside.
When cleaning belts, use o mild
soap or detergent with worm water.
Rinse thoroughly and dry in the shade.
Cl

Never dye or bleach belts (may weaken
fabric).
Shoulder belt anchorages ore built
into the roof roils of the Wagoneer at
the time of manufacture. Shoulder belts
con be installed at any time.
FIGURE 7 - Rear Seat Mounting- Commando - (CJ-5/CJ-6 Similar)
19-4 SEAT ASSEMBLIES AND ADJUSTERS

TECHNICAL SERVICE LETTER REFERENCE

Dote letter No. Subject Changes information on Page No.

..
 DOME LIGHT-HEADLINING-
EXTERIOR DECALS
DOME LIGHT .. .. .. .. . .. . ......................... 1
HEADLINING .... . .... .. .. . ..... . ... . .... . ..... . .. 1
DOME LIGHT
The dome light bose is fastened to
the roof support with two sheet metal
screws. These screws ore accessible
after the lens has been removed.
The lens is retained to the bose by
a molded hook located in the center of
each of the longest edges of the lens
(Fig. 1).
Press Up a nd In at Retaining Hoob 72027
FIGURE 1 - Dome lamp lens Removal
To remove, press the two sides of
the lens together to release the hooks
from the bose.
HEADLINING
Commando
Headlining in the station wagon co n-
sists of three sections of hard plastic
material which ore fitted to the contour
of the roof panel by sleeves and bows
on the top and secured along the sides
by a J-retoiner.
Following is the procedure for re-
moving the headlining. Follow the steps
which apply, using caution when re-
moving oil or port of the headlining
not to damage the material.
Remova l
Remove the sun v isors and rear view
mirror.
Carefully detach bows from the slots
in the sleeves and remove.
Remove plastic trim strip that secures
plastic headlining to roof panel and
remove front headliner section.
Remove center and rear headliner
sections using procedure above.
Page
ROOF BOW ADJUSTMENT .. . .. . ................... 2
WOODGRAIN OVERLAY PANELS ................... 2
Remove podding retainer and pod-
ding.
Front Section
Bows
FIGURE 2 - Headlining - Commando
Installation
Install podding and secure with
podding retainer.
Align the headlining in the some
position that it was in before removal.
Replace plastic trim strip and hard
board trim panel.
Position bows in sleeves and snap
securely in place. Tuck ends of bow in
position under plastic trim strip.
Replace interior trim items previously
removed.
Replace sun visors and rear view
mirror.
Wagoneer
The headlining is one-piece and is
fitted to the contour of the roof
panel by concealed listing wires. The
ends of these wires ore located in
holes in the side roof roils. The front
20-1
Page
and rear of the headlining is secured
to the front and rear body roof headers
Rear Section 721S1
by cement and secured along the sides
by pronged retainers (Figs. 3 and 4).
Following is the procedure for re-
placing the headlining. For removing
the headlining for other purposes,
follow the steps of the procedure which
apply, using caution when removing
all or port of the headlining not to
tear the material.
Removal
Remove the sun visors, rear view mir-
ror, dome light, and coot hanger clips.
Remove the windshield.
Remove the windcord around door
opening.
Remove rear window channel and
remove rear quarter w indow garnish
I
mouldings.
Carefully detach the cemented por-
tion of the headlining ot the front and
ot the rear headers.
20-2 DOME LIGHT- HEADLINING- EXTERIOR DECALS
FIGURE 3 - Headlining Removal
Loosen the headlining from both side
retainers with a dull putty knife un-
hooking or lifting the headlining from
the saw teeth of the retainer and then
pulling the headlining down as it is
released from the retainer.
Start at the front of body and dis-
engage the headlining listing wires.
Move the listing wires slightly to the
rear. Then lift the ends from the holes
in the side roof roil.
NOTE: Listing wires ore of different
shapes and lengths and should be left
in the headlining listings at the time of
removal. On installation of a new head-
lining assembly, the listing wires must be
replaced in their original order and also
in the correct holes in the side roof roils
to ensure proper installation.
When removing listing wires from
roof rails, gather or roll headlining
with listing wires on outside to keep
headlining clean. At center roof bow,
bend down the two metal tabs which
secure the No. 5 listing wire (third
wire from rear).
Remove the headlining assembly.
Installation
Before installing the headlining, in-
spect the sow teeth of the headlining
side retainers and straighten, if neces-
sary.
Reinstall listing wires in headlining
assembly.
Install No. 5 listing wire (third wire
from rear) into listing wire holes in
the side roof roils.
Place No. 5 listing wire through
pronged retainer in center roof bow
and bend tab securing listing wire.
Then insert remaining listing wires in
side roof roils.
Align the headlining in relation to
the windshield opening and the rear
window opening. Apply trim cement
to headlining at the front and rear
and to the front and rear headers.
Cement in place at front and rear,
stretching headlining to make it taut
and to remove all fullness and draws.
With a dull putty knife, push the
selvage of the headlining under the
side retainers, working from center of
vehicle to front and rear, so the ma-
terial hooks onto the sow teeth of the
retainers. Trim excess material on sides
between No. 1 Bow and windshield
opening and fold raw edge of headlin-
ing at front and rear sides and cement
turned under area to headlining to
obtain a neat finish and appearance.
Replace windshield and weather-
strip and all interior trim items pre-
viously removed.
Truck
A roof trim panel and front header
trim panel ore available on Trucks as
deluxe equipment. As standard equip-
ment, a rear header trim panel and
vinyl pinchwelt are furnished. The
pinchwelt fits over the exposed edges
of the roof headers.
The front and rear header trim
panels are removed by removing the
clips that secure the trim panels to
the headers. In addition, S-shaped clips
secure the front header trim to the roof
trim. The roof trim panel is semiridged
and held in place by resting on the
roof headers.
ROOF BOW ADJUSTMENT
Wagoneer
The roof is supported with three
roof bows. The front two are adjust-
able.
The ends of the adjustable bows
are provided with slotted attaching
holes and a ~" dia. leverage hole.
A pry bar having a 45 bend at the
pivot end is used in the leverage hole
to raise the bow when making adjust-
ment (Fig. 4).
CAUTION: Use care when working
with the headlining. Handle it only with
clean hands and tools. Do not stretch
material in any area or it will be
wrinkled when the work is completed.
Hold the headlining away from the work
area when making the adjustment to
prevent damage by pinching or cuffing.
FIGURE 4 - Roof Bow Adjustment
Remove windcord around door
opening. Remove rear quarter window
garnish moulding when necessary.
Loosen headlining 24" on both sides
of the bow to be adjusted. Push head-
lining up the listing wires.
Hold headlining out of the way.
Loosen roof bow attaching screws,
place pry bor in leverage hole raising
the bow and adjust.
Tighten the roof bow attaching
screws.
Pull the headlining down the listing
wires placing it on the retainer prongs
in the some manner as used for re-
moval.
Replace windcord and garnish
moulding.
Repeat procedure at the other bow
ends as required.
EXTERIOR WOODGRAIN
OVERLAY PANELS
The simulated woodgrain overlay is
a vinyl film material with a self-adhe-
sive backing that is applied to the
painted body side panels. These over-
lay panels are serviced in individual
pre-cut panels, packaged in protective
sleeves to guard against damage.
Before removing from service package,
the overlay panel must be at room
temperature of at least 72F. to pre-
vent possible cracking.
Touch-up Repairs
Small nicks, stone bruises or
scratches can be touched up with point
and brush in much the some manner
as ordinary painted surfaces. Proper
color match can be obtained by blend-
ing small amounts of appropriate color,
 DOME LIGHT- HEADLINING- EXTERIOR DECALS
Jeep Touch-Up point, on a small piece
of paper prior to application to the
affected spot on the panel.
Minor Repairs
Blisters or soft spots con be repaired
by making a small slit with a razor
blade in the direction of the groin to
release tra pped air or moisture from
beneath the surface. Apply heat to the
area with a heat lamp (250 Watt In-
frared or equivalent) to reactivate the
overlay adhesive. Carefully press the
overlay firmly against the body panel.
Heat applied to an overlay panel
softens the material and makes it
pliable and easy to mold into corners
or over compound curvatures of sculp-
tured metal panels.
Heat may also be used to remove
small wrinkles, irregularities or bridging
which may occur in the corners of the
fuel tank filler opening. Whenever the
material must be stretched, such as with
bridging in the filler opening, do not
slit or cut the overlay but simply apply
heat and press the overlay smoothly
and firmly into place.
A dry tack vinyl adhesive is recom-
mended to cement the fold over por-
tion of the overlay to the door and
fender vertical edges and around the
fuel tonk filler door. The heat lamp
will also work effectively for reacti-
vating adhesive at the fold over edges.
Overlay Panel Application
When damage to a panel cannot be
repaired with point touch-up or by
using a heat lamp, it then becomes
necessa ry to apply a new overlay
panel. The damaged area must be
repaired in the some manner as a
pointed metal surface.
NO TE: It is not necessary to strip the
original grained overlay from the body
panel. A new service panel can be ap-
plied to the original panel after repair-
ing the damaged area.
Surface Preparation
Remove all necessary mouldings and
door handles from the panel requiring
repair. Use "Xylol" or on equivalent
solvent to remove grease, wax, or
silicone from the entire panel.
Repair any sheet metal damage and
sand the surrounding area, both point
and grained overlay, to a featheredge.
Prime and color coot the repair to
blend with the undamaged surface.
Apply grained overlay panels to color
coated surfaces only, never to bore
metal or primer.
large surface abrasions that do not
require metal repair, require feather-
edging the damaged surface in the
same manner as required for a paint
abrasion.
Sand the entire surface free of all
imperfections.
Remove the wrap over edge of the
original overlay panel by sanding or
with a smooth file. This provides better
adhesion for the new overlay at the
wrap over flange area and is impor-
tant to maintain an adequate door
opening gap.
Overlay Application
Mix 1 ounce of a mild household
detergent in one gallon of very hot
water (200F.). Use rubber gloves to
protect your hands while working with
this hot water solution. For best results,
keep the water as hot and foom free
as possible. liberally apply the hot
water solution to the body panel to
warm up the metal and also to oct as
a lubricant.
Remove the protective paper backing
from the overlay and place it on the
wet surface of the body with the
grained side toward the body. Wet
down the adhesive side of the overlay
and promptly peel off and appJy the
20-3
wet adhesive side to the wet body. The
wetted surfaces oct as a lubricant for
positioning. Position the upper edge of
the overlay at the center of the upper
moulding holes and allow approxi-
mately %" overhang at the front and
rear edge of the panel for wrap
around.
When the overlay is correctly posi-
tioned, starting at the center, use a
firm squeege and remove the trapped
wetting solution and air bubbles with
firm upward and downward strokes.
Stroke downward on irregular con-
tours and apply heat to help in
smoothing overlay.
The opplicati9n of the heat with
steam, a heat lamp or heat gun
throughout the operation will keep the
overlay pliable for best results, espe-
cially over contoured areas.
Apply a dry tack adhesive on the
panel edges. Apply heat and fold the
overlay around all door and fender
edges and press tightly to cemented
areas.
Trim the ends to a neat uniform Y.."
to %" edge using a single edge razor
blade.
Small blisters or air pockets can be
removed by cutting a small slit with
the groin and applying heat as out-
lined under "Minor Repairs."
Complete Grained Overlay
Panel Removal
Remove mouldings and door handle,
as required, from the affected panel.
Starting from the most accessible
corner, lift the grained overlay panel
edge and peel the film from the
pointed surface. Apply heat to the
overlay and body panel to soften the
adhesive for easier removal. Use
"Xylol" or an equivalent solvent to re-
move adhesive from pointed body
panel. Prepare painted body panel as
outlined in "Surface Preparation" prior
to installation of new overlay panel.
20-4 DOME LIGHT- HEADLINING- EXTERIOR DECAlS

TECHNICAL SERVICE LEITER REFERENCE

Dote letter No. Subject Changes information on Page No.

I ,

J
:.: "' ~
 SPECIAL EQUIPMENT 21-1

Page Page
PINTLE HOOK .................................... 1 FUEL TANK SKID PLATE ............................1
DRAW BAR ...................................... 1 SELEOIVE DRIVE HUBS ............................ 1

Pintle Hook
The standard type pintle hook, typi-
cal view Figure 1, affords o safe,
quick and easy hitch for towing a
trailer or other vehicle. Designed pri-
marily for use on the rood, o safety ~'- ____;

latch locks the hook in the closed posi- REAR VIEW

tion, and two eye bolts ore provided
for attachment of safety chains; which
WITH ORAW BAR \
\
\ .
should be crossed when installed- Reinforcement\! \" '
to prevent the hooks from jumping out Upper Broce V
of the eyes. Keep attaching bolts tight ~~
Spocer ' ' ~
at all times. When lubricating the Reinforcement Plat?Jj""-'> ~ ' ~.
vehicle, place a few drops of oil on Eye Bolt ~~ ...---
the hook and safety latch pivot pin. ~
Pintle Hook .......... ' $_...--
Draw Bar
~- - ~
~ ... WITHOUT ORAW BAR
The draw bar attaches to the frame
rear crossmember, and o reinforcement
FIGURE 1 - Pintle Hook
channel is mounted inside the frame
rear crossmember for added strength,
typical view Figure 2. Keep attaching
bolts tight.

Fuel Tank Skid Plate

Fuel tank skid plate with bolt on
type installation has been designed to
protect the fuel tonk from rupture in
off the road operation. Keep the
attaching bolts tight.

Selective Drive Hubs

The 4-wheel-drive feature requires
the use of a front propeller shaft, front
axle differential, and front axle shafts.
Because these parts ore directly con-
nected to the front wheels, they rotate
when the vehicle is in motion, even
though the vehicle is in 2-wheel-drive.
The use of selective drive hubs elimi-
nates the rotation of these parts when
the vehicle is in 2-wheel-drive. FIGURE 2 - Draw Bar
Vehicles equipped with selective
drive hubs should not be driven ex- sionally exercise the front axle to pro- position for at least five miles - once
clusively with the hubs in the "FREE" mote lubrication of its component parts. each month, is therefore recommended.
position, as it is imperative to occa- Driving with the hubs in the "LOCK"
21-2 SPECIAL EQUIPMENT

TECHNICAL SERVICE l ETTER REFERENCE

Date letter No. Subject Cha nges informa tion on Pa ge No.

,,
 I
NO. COLOR CIRCUIT

1 Red I White Tr. Light Switch (Boll. Term.) to Horn Term.

2 llodtl Yellow Tr. Steer. Col. Horn Iutton to Horn Term.
3 Yellow Turn Sig. Switch (left) to Dir. Slg. lamp (left)
..
$
Block
Lt. Blue
Turn Slg. Switch (Right) to Dlr. Slg. lamp (Right)
June. Block (Pork Term .) to Pork lamp (l eft) to Pork
lamp (Right)
6 Red I White Tr. June. Block (HI-Beam) to Hd' lamp Hi' Beam (left) to
Hd' lamp HI' Beam (Right)
7 Block Ju ne. Block (lo-Beom) to Hd' lamp lo-Beom (left) to
Hd ' lamp lo-Beom (Right) -
=
8 Block I White Tr. Hd' lamp Ground to Ground Mtg.

l12106

FIGURE 1 - Parking, Signal lamp, Headlamp and Horn Harness - CJ-5/CJ-6

To light Switch

Wiring Horneu

::I:
)1-
;:10
Dash Panel z
rn
0c:
:::!
I zG)

Turn Sig. Ast'y

Heater & Defrost Controls

NO. COLOR CIRCUIT

1 Block-1 Yellow Tr. Horn

2 Yellow front Turn Ind. (Left)

..3 Block
Lt. Blue
front Turn Ind. (Right)
Rear Turn Ind. (Left) Red Heater Harneu
5 Brown Stop light Switch
To Foot Dim. Switch 6 Orange Rear Turn Ind. (Right)
Rear View

FIGURE 2 - Heater and Directional Signal Harness - CJ-5/CJ-6 L72207

 HARNESS ROUTING 22-3

J11nction Block

Temp. Override Switch

Bollost

To Trans. Control Switch

& B/Up light Switch

To Engine Harness

NO. COlOR CIRCUIT NO. COLOR CIRCUIT

1 Green lgn. Switch to Ballast Switch to Direct Sig.n ol Switch to CIIISler

3 Red Ught Switch Circvit Breaker to Connector lamp (left Twn)
6 Red Foot Dim. Switch (Mi-hom) to Hd'lomp 22 Block Sig. lamp (Front Right) to Hazard Warn-
June. Block (Hi-hom) ing Switch to Direct Sig. Switch to Cluster
7 Block Foot Dim. Switch (Lo-lleom) to Hd'lomp lamp (Right T11rn)
J11nc. Block (lo.lleom) 23 Lt. Bl11e Frome Harness (Rear left) to Hazard
8 Lt. lll11e light Switch "R" Term. to light Switch Worning Switch to Direct Sig. Switch (left
"A" Term. to Hd'lomp J11nction Block T11rn)
9 llrown light Switch Cir. llreoker - A11x. Term. to Orange Frome Harness (Rear Right) to Hazard
Conn. (Stop light Switch) Warning Switch to Direct Sig. Switch
10 Brown T11rn Signal Switch to Stop light Switch (Right T11rn)
14 P11rple Oil Press. Sender to Oil Preu. Ind. 25 Lt. Blue lgn. Switch (Start Term) to Start. Motor
15 IINe-1 Yellow Tr. Temp. Sender to Temp. Gouge Ind. Sol. Start Term.
16 Gray Alternator Indicator Bulb to Ahemotor 26 GrNn-1 White Tr. l;n. Switch (lgn. Tel"lft.) Fused Boclt.Up
Voltage Re;11lator Ught Switch
17 Red Light Switch "B" Term. to Hom Tenoo. 27 Green-1 White Tr. BocltUp U;ht Switch to Frome Hornea
18 Block Horn Term. to Horn Blltton
28 White Fro- Harness- Gas Gouge (Tonk Unit)
to lnst. Cl11ster Gas Govge Ind.
19 Yellow U;ht Switch " R" Term. to fro- Homess
21 Yellow Sig. lamp (Front left) to Hazard Woming

FIGURE 3 - Instrument Panel Harness - Engine Comportment - CJ-5/CJ-6

(
 See View " A" for ln1tollotion

:X:
>
::0
zm
Ul
Ul
~
0
c
::!
zG)

NO. COLOR CIRCUIT NO. COLOR CIRCUIT

I Green lgn. Switch to Ballast 18 Black Horn Term. to Horn Button
lA Green lgn. Switch to ln1t. Clu1ter Volt. Reg. 19 Yellow Light Switch "R" Term. to Frame Horn.
2 Red Light Switch Circuit Breaker to lgn. Switch (lng. Switch feed) 20 Purple Light Switch " R" Term. to lnst. Clu1ter Llghh
3 Red Light Switch Circuit Breaker to Conn. 21 Yellow Sig. Lamp (front Left) to Hazard Warning Switch to Oir.
.C Green foot Dimmer Switch " B" Term. to Light Switch " H" Term Sig. Switch to Clu1ler Lamp (Left Turn.)
5 White Fuel Gouge to Tank Sender Unit frame Harneu 22 Black Sig. Lamp (front Right) to Hazard Warning Switch to Dir.
8 Lt. Blue Light Switch " R" Term to l ight Switch " A" Term to Sig. Switch to Clu1ter Lamp (Right Turn)
Hd' Lamp June. Block 23 Lt. Blue frame Harneas (Rear Left) to Hazard Warning Switch to ~
9 Brown Light Switch Circuit reaker (Aux. Term) to Stop light Switch Dir, Sig. Switch to Cluster Lamp (Right Turn)
24 Orange
10
14
Brown
Purple
Turn Sig. Switch to Stop Light Switch
Oil Preuure Indicator to Sender Unit
25 Lt. Blue
Frome Harness (Rear Right) to Hazard Warning Switch to
Dir. Sig. Switch (Right Turn)
lgn. Switch (Start Term.) to Start. Motor Sol. (Start Term.)
I
1-CA Purple Ignition F. .d to Indicator Bulb
1.5 Blue-1 Yellow Tr. 26 Green-1 While Tr. lgn . Switch lgn. Term. fu1ed to BackUp Light Switch
Temp. Sender to Temp. Gouge Ind .
16 Gray 28 White Hi Beam Ind icator to foot Dimmer Switch
Alternator (Aux. Term.) to lnll. Volt Reg. to lnst. Charge Ind.
16A Gray 29 While Turn Sig. Switch (flo1her Term.) to fla1her
Ignition feed to Alternator Indicator Bulb
17 Red 30 Red lgn. Switch (Ace. Term.) to Dir. Slg. flo1her (fu~ed)
Light Switch " B" Term. to Horn Term.

FIGURE 4- Instrument Panel Harness- CJ-5/CJ-6

 \

1--.. ___ j
'

::r:
)>
;;o
zm
f_f ,/
/ ~
_/
:-:::--------~ ;;o
0
c
-i
\
z
G)

Ref. Bolt. location

(CJ5 & 6)
- l7Z2 10

NO. COLOR CIRCUIT NO. COLOR CIRCUIT

1 Green Bollost (lgn.) To Coil<+> Term. 6 Blue 1 Yellow Tr. Temp. Ind. to Temp. Sender
2 Green Coil <+ > Term. to Starting Solenoid (lgn.) 7 Groy Cl~ster " H" Term. (Commando) Alternator Ind . Bulb
3 Yellow Starting Solenoid (lgn.) to Alternator Regulator (lgn .) (CJ-5/CJ-6) to Alternator, to Alternator Reg.
4 Lt. Blue lgn. Switch to Starting Solenoid (Start) 10 Red Starting Solenoid to Circuit Breoker
5 Purple Oil Pressure Ind. to Oil Pressure Sender 11 Yellow Starting Solenoid to Alternator (Output Term.)

FIGURE 5 - Engine Harness - Six Cylinder - CJ-5/CJ-6 and Commando

22-6 HARNESS ROUTING

To Instrument Panel a.n d

Panel Control Wiring Harneu

NO. COLOR CIRCUIT

3 Yellow Starting Solenoid (lgn.) to Alternator Regulator (lgn.) (Aux. Alternator Excitation feed)
7 Gray Cluster "H'' Term. to Alternator to Alternator Reg. (Normal Alternator Excitation Feed)
8 Green-1 White Tr. Alternator Regulator to Alternator (Field Brush)
9 Block Alternator Regulator to Alternator (Regulator Ground)
11 Yellow Starting Solenoid to Alternator (Output Term.)

FIGURE 6- Engine Harness- Six Cylinder - CJ-5/CJ-6 and Commando

 HARNESS ROUTING 22-7

To Ballast

To Water Sender

To Oi l Sender

Pos. Cable

NO. COLOR CIRCUIT NO. COLOR CIRCU IT

Tenn. ~ Startins~ So
Green 1 (P01 Term.) I (f . ld Term.)
Ballast
Coil to Coo
(Pos. Regulator oe nd) to Alternator
Lt. Blue 9 Blodt Alternator (Grou
("I" Term.) .d ("I" Tenn.) to Regulator (Grou;;!d) to Starting
3 Yellow
Startins~
. Solenoo
ulator (lgn.
) 10 Red Circuit Breaker
Altern~r :1storting Term.) to Solenoid .d to Alternator
lgn.. Sw~l. ("S" Term.)
2 Lt. Blue 11 Starting Solenoo
Starting O il Sender Output Term. . (T C S.) to Voc-
5 Purple Oil Ind. to Sender 12 Brown Tran. Solenood
Swi~
6 Blue-1 Yellow Tr. d to Temp.
Temp. In ) to Alternatot uum Swotch (TC.S.) to Vocuum
7 Gray
Alt . (Aux. Te~:~r (Aux. Term.)
13 Bl~k Sensor

v~..,.
Switch
8 l72212
Green-1 White Tr. vAlt.
..... ..,, ) ,.
(Field Term.
AI<.H rness - VS-CJ-5/CJ-6 and Commando
FIGURE 7 - Engine a
22-8 HARNESS ROUTING

Morlter Lamp
& Headlight --....c..-...;:-- _.: : ......L - iffl'
Grou nd

------
Marker lamp
1.72213

NO. COlOR CIRCUIT

1 Red-1 White Tr. Circuit Breaker to Horn Relay

2 Black-1 Yellow Tr. Horn Button to Horn Relay
3 Yellow Turn Sig . Switch (left) to Dir. Sig. lamp (left)
Black Turn Sig. Switch (Right) to Dir. Sig. lamp {Right)
"'5 Lt. Blue June. Block to Pork lamp (left) to Park lamp
{Right)
6 Red-1 White Tr. June. Block to " HD" lamp Hi-Beam {left) to
" HD" lamp Hi-Beam (Right)
7 Black June. Block to " HD" lamp lo-Beom (left) to
" HD" lamp lo-Beam (Right)
8 81ock1 White Tr. Heodlamp Ground to Ground HTG (2 Cables)

FIGURE 8 - Parking and Signal lamp, Head lamp and Horn Harness- Commando
 To Rear llghh
In strument Control
Wiring Ho rnen

To light Switch

White-to
Dir. Sig. Flasher :X:
)>
;;o
zm
VI
VI

r Dimmer Switch
;;o
0
c:
::::!
z
~e--~ Dir. Sig. Flasher (;)

~ -~ ~v
._
~ .~ ~
,~-'1 9_> '~ '

~~~,L- l72214

NO. COLOR CIRCUIT NO . COLOR CIRCUIT

1 Block1 Yellow Tr. Horn 2 Wh ltt 1 Red Tr. Fool Dim. Switch to HIBeom Ind.
2 Yellow Front Turn Ind . (left) 2 Rtd 1 White Tr. Dim. Switch to Hdlp. June. Block (HIBtom)
Front Tu rn Ind. (Right)
..3 Block
Lt. Blu e Rear Turn Ind. (Left)
21
26
Green
Block
Foot Dim. to Light Switch
Foot Dim. Switch to Hdlp. June
Block (LoBeom)
5 Brown Stop Light Switch
6 Orange Rear Turn Ind . (Righ t)

FIGURE 9 - Steering Column to Instrument Control Harness - Manual Transmission Column Shift - Commando
22-10 HARNESS ROUTING

NOTE: Nos. 14 and

UA are connected tOo
gether when equipped
with Manual Transmis-
$ion

Dir. Si;. Flasher

172215

NO. COLOR CIRCUIT NO. COlOR CIRCUIT

1 &ladt-1 Yellow Tr. Horn 14A Lt. Slue Neutral Safety Switch to Stan.r Motor
2 Yellow Front Turn Ind. (left) Stamr Term.
3 &lad Front Turn Ind. (Ri;ht) 21 Green Foot Dim. Switdl to Li;ht Switch
Lt. Slue Rear Turn Ind. (left) 24 Green-1 White Tr. aadt Up light Switch to l;n. Switch -
"
5
6
Brown
Orange
Stop li;ht Switch
Rear Turn Ind. (Right) 25 Green-1 White Tr.
Ace. - Term.
Sack Up light Switch to Frame Harn.
7 Whit.. 1 Red Tr. Steer. Column to Dim. Switdl Ia Panel 26 alack Foot Dim. Switch to Headlamp June. &lock
lights (lOoBeam)
8 White Steer. Column to Dir. Sig. Flasher 31 Yellow lgn. FHd to Back-up Light Switch
9 Pink Steer. Column to Hazard Warning Flasher 31& Green w/Tracer l;n. Switch to Kickdown Switch
2 Whit..1 Red Tr. Foot Dim. Switch to Hi-Seam Ind. 32 Yellow Kickdown Switch to Solenoid Auto. Trans.
22 Red.1 White Tr. Dim. Switch to Headlomp June. 81ock (Hi- 43 Lt. Slue l;n. Switch to Neutral Safety Switch
Lt. Blue Neutral Safety Switch to Solenoid Starter
10
u
Red I Blue Tr.
Beam)
Gear S.l. to Panel lights to Dim. Switch "" Switch
Lt. Blue lgn. Switch to Neutral Safety Switc~

FIGURE 10 - Steering Column to Instrument Control Harness- Automatic Transmission - Commando

 HARNESS ROUTING 22-11

To Trans. Control Switch &

Up l ight Switch (Std. Trans.)
To Trans. Solenoid (Auto. Trans.)

Ballast

Temp. Override Switch

I
I

To Headlamp, Parkin;
& Sigrial lamp Harneu

Junction Block 172216

NO. COLOR CIRCUIT NO. COLOR CIRCUIT

1 Blu1 Yellow Tr. Temp. Sender to Temp. Ind. 20 Brown Aux. Cir. Breaker to Stop Ught Switch
2 Red-1 White Tr. Headlamp June. Block to Dir. Switch (Mi-Beam) 22 Lt. Blue Headlamp June.. Block to light Switch
Black Dir. Sig. Switch to Dir. Slg. Lamp (Right 24
"
5 Gray
Turn)
Alt. Aux. Term. to Charge Ind.
25
Green1 White Tr. Back Up light Switch to lgn. Switch Fused
Green-1 White Tr. Back Up light Switch (Std.) to &ock up
light Switch (Auto) to Frame Harness
6 Purple Oil Press. Sender to Oil Ind. 26 Black Headlamp June. Block to Faat Dim Switch
7 Yellow Dir. Sig. Switch to Dir. Si;. lamp (l eft Turn) (lo-Beam)
11 Green Ballast to l;n. 27 Brown Turn Sig. Switch to Stop tight Switch
u Lt. Blue Neutral Safety Switch to lgn. Switch 28 Black-1 Yellow Tr. Steer. Column Horn Button to Horn Relay
1.5 Red Aux. Cir. Breaker to Alt. Output Term. 29 Black Temp. Override Switch to TCS
18 Red-1 White Tr. Aux. Cir. Breaker to Horn Relay Switch on Trans.

FIGURE 11 - Instrument and Control Harness- Engine Comportment- Commando

NO. COLOR CIRCUIT

2 White1 Red Tr. Fool Dim. Switch to HlBeom Ind. \ }

2 Red 1 White Tr. Dim. Switch to Heodlomp June. Block
3 Green-1 White Tr. lgn, to lgn. Switch
4 Block I White Tr. Dir. Sig. Switch to Rig ht Turn Ind.
4 Block Dir. Sig. Switch to Dir. Sig. Lamp
(Right)
7 Yellow I Block Tr. Dir. Sig. Switch (left) to Turn Ind.
(left)
7 Yellow Dir. Sig. Switch (l eft) to Dir. Sig.
l amp (left)
8 Black-I Yellow Tr. Cluster Ground to lnstr. Panel
Ground
9 White Gas Gouge to Frome Horneu Fuse Heater Horneu
10

11
14
14A
Red-1 Blue Tr.

Green
Lt. Blue
Lt. Blue
Panel Lights to Dim. Switch to Gear
Selector
lgn. Swil<h to Ballast
lgn. Switch to Neutral Safety Switch
Neutral Safety Swilth to Starter
\ \

\i\
Motor Starter Term.
15 Red Aux. Cir. Breaker to Alt. Output
Term.
16 Red I White Tr. Aux. Cir. Breaker to light Switch :X:
Cir. Breaker
Aux. Cir. Breaker Ia lgn. Switch
>
:;10
17
18
Red-1 White Tr.
Red-1 White Tr. Aux. Cir. Breaker to Horn Relay
\ zm
19 Red -1 White Tr. Aux. Cir. Breaker to Cigar Lighter f\ ~
20 Brown Aux. Cir. Breaker to Stop Light
Switch
\ \: :;10

21 Gr"n Foot Dim. Switch to Light Switch ! \ 0

Light Switch to Heodlomp June. Block c-4
22
23
Lt. Blue
Yellow lnslr. Dim. Switch to Frome Harness
i
Toil Lamps
! z
23

24

25
Yellow Light Switch (Tall light Term.) to
lnstr. Dim. Switch
Green I White Tr. lgn. Switch - ACC. - to Bock Up
Light Switch
Green I White Tr. Bock Up Starter Switch (Auto.) to
\ \
\
G'>

Frome Harness
26 Block Foot Dim. Switch to Heodlomp June. l72217
Block
27 Brown Turn. Sig. Switch to Stop Light Switch
28 Block1 Yellow Tr. Steer. Column Horn Button to Horn FIGURE 12 - Instrument Panel Harness - Commando
Relay
29 Lt. Blue Turn Sig. Switch to Slg. l amp (Rear
Left)

~
30 Orange Turn Sig. Switch to Slg. Lamp (Rear
Right)
CLUSTER PLUG NO. LETTER CIRCUIT
33 Red I White Tr. Aux. Cir. Breaker to Hazard Warning
Flasher 8 D Ground
34 Red lgn. Switch to Fuse, to Flasher (Dir. 7 E Left Turn Ind. to Dir. Sig.
Sig.) - Horneu Ass'y Windshield F
NO. LETTER CIR CUIT
Wiper & Washer 6 G Oil Preu. Sender to 011 Ind.
Gr11n Wiper Switch to Wiper Motor I A Temp. Sender to Temp. 5 H Alt. Aux. Term. to Charge Ind.
Dark Gr11n Wiper Switch to Wiper Motor 10 B Dim. Switch & Gear Seleclor to Panel 4 J Right Turn Ind. to Dir. Sig.
Yellow Washer Switch to Washer Motor Lights 3 K lgn. Switch to lgn.
Red-1 White Tr. lgn. Switch to Wiper Motor c Frome Horneu to Gas Gouge 2 Dim. Switch to HiBeom Ind .
9
Red I White Tr. lgn. Switch to Washer Motor
 HARNESS ROUTING 22-13

NO. COLOR CIRCUIT

Red-W/Wh. Tr. Terminal Black ta Horn

Relay Batt.
2 Black-W/Yel. Tr. Horn Relay-Horn Button
to Horn Button-Steer.
Column
3 Yellow Turn Signal Switch-
left Turn ta Oir. Sig.
lamp- left Turn
4 Black Turn Signal Switch-
Right Turn to Dir. Sig.
lamp- Right Turn
5 Lt. Blue Junction Block Park.
Term. to Park. lamp-
left to Perk lamp -
Right
6 Red-W/Wh. Tr. Junction Bloc.k Hi-Beam
to Hd lamp - Hi-Beam
-left ta Hd lamp -
Hi-Beam - Right
7 Black Junction Black lo-Becm
ta Hd lamp - lo-8eam
- left ta Hd lamp -
lo-Becm - Right
8 Black-W/Wh. Tr. Hd lamp Ground ta
Ground MTG
l722l9

FIGURE 13- Headlamp, Park and Signal lamp Harness- Wagoneer and Truck

NO. COLOR CIRCUIT

Green Ballast (Ignition) to

Coil <+> Term.
2 Green Coil <+ > Term. to
Starting Solenoid
(Ignition)
3 Yellow Starting Solenoid
(Ignition) to Alternator
Regulator (Ignition)
4 Lt. Blue Ignition Switch-Start.
Term. ta Starting
Solenoid (Start. Term.)
5 Purple Oil Pressure Indicator
ta Oil Pressure Sende r
6 Blu..Yel. Tr. Temperature lndkatar
ta Tem.p ercture Sender
7 Gray Clus1er " H" Term. ta
Alternator (Aux. Term.)
ta Alternatar Reg.
(Aux. Term.)
8 Green-Wh. Tr. Altematar Regulator
(Field Term.) to
Alternator (Field Term.)
9 Black Alternatar Regulatar
(Ground Term.) to
Alternator (Ground
Term.)
10 Yellow Starting Solenoid ("B"
Term.) to Terminal
Block
11 7 11 Yellow Starting Solenoid ("B"
Term.) to Alternator
(Output Term.)
l72220
FIGURE 14- Engine Harness Assy- Six Cylinder- Wagoneer and Truck
22-14 HARNESS ROUTING

NO. COLOR CIRCUIT

Green Sallast Ignition To Coil

<+> Term.
2 Green Coil <+> Term. to
Starting Solenoid
Ignition
3 Yellow Starting Solenoid
Ignition to Alternator
Regulator Ignition
4 Lt. Slue Ignition Switch Start.
Term. to Starting
Solenoid Start. Term.
5 Purple Oil Pressure Indicator to
Oil Pressure Sender
6 Slue-Yel. Tr. Temperature Indicator
to Temperature Sender
7 Gray Cluster "H" Term. to
Alternator Aux."'''erm.
to Alternator Regulator
Aux. Term.
8 Green Wh. Tr. Alternator Regulator
Field Term. to
Alternator Field Term.
9 Slack Alternator Regulator
Ground Term. to
Alternator Ground
10 Yellow Starting Solenoid " 6"
Term. to Terminal
&lock
11 Yellow Starting Solenoid "6"
Term. to Alternator
Output Term.
12 Brawn Transmission Solenoid
(T.C.S.) to Vacuum
Switch
13 Slack Sensor Switch (T.C.S.)
to Vacuum Switch
FIGURE 15- Engine Harness- VS- Wagoneer and Tr.uck L72221

NO. COLOR CIRCUIT

Orange Oir. Sig. SW. To Right

Rear Oir. Sig. light
2 White W/Yel. Tr. Gas Gauge Dash Unit
To Gas Gauge Tank
Unit
3 Light Slue Oir. Sig. SW. To Left
Rear Oir. Sig. light
4 Yellow light SW. To left Tail
Light To Conn. Right
Taillight
5 Green W/Wh. Tr. Sack Up Light SW. To
Sack Up lights - left
& Right

L72222

#
" 2
FIGURE 16- Frame Harness- Wagoneer- Column ShiftManual Transmission
 HARtqESS ROUTING 22-15

NO. COlOR CIRCUIT

Orange Oir. Sig. Switch To

Right Rear Dir. Sig.
light
2 White W/Yel. Tr. Gos Gouge Dash Unit
To Gas Gouge Tank
Unit
3 light Blue Dir. Sig. Switch To
left Rear Dir. Sig.
Light
Yellow Light Switch To Left
"' Tail Light To Rigllt
Tail Light

' Gr. .n W/Wh. Tr. Back Up Light Switch

Feed To Back Up
Switch
6 Green W/Wh. Tr. Back Up Switch to Back
Up lights Left & IUght
l7l223

FIGURE 17 - Frame Harness- Wagoneer - Floor Shift-Manual Transmission

NO. COLOR CIRCUIT

Orange Oir. Sig. Switch To

Right Rear Dir. Sig.
Light
2 White W/Yel. Tr. Gas Gauge Dash Unit
To Gas Gouge Tank
Unit
3 light Blue Dir. Sig. Switch To
Left Rear Dir. Sig.
light
Yellow light Switch To Left
"' and RightTail lights

' Gr..n W/Wh. Tr. Bock Up light Switd.

To Back Up Lights-
IUght & Left
l7n2A

FIGURE 18- Frame Harness- Truck - Column Shift-Manual Transmission

22-16 HARNESS ROUTING

NO. COLOR CIRCUIT

Orange Dir. Sig. Switch-

Right Rear To Dir. Sig.
light - Right Rear
2 White W/Yel. Tr. Gas Gouge -Indicator
To Gas Gouge -Tonk
Unit
3 light Blue Dir. Sig. Switch -
left Rear To Dir. Sig.
light - left Rear
.4 Yellow light Switch - "R"
Term. To left Taillight
To Right Tail Light
5 Green W/Wh. Tr. Bac'k Up Switch Feed
- Ignition Switch To
Back Up Switch
6 Green W/Wh. Tr. Bock Up Switch To
Bock Up Lights -
Right & left
17222$

FIGURE 19 - Frame Harness- Truck- Floor Shift-4-Speed Manual Transmission

NO. COLOR CIRCUIT

1 Orange Dir. Sig. Switch -

Right Rear to Crass
Horn.- Dir. Sig. light
-Right Rear
2 White-Yellow Tr. Gas Gauge- Indicator
to Gas Gauge- Tonk
Unit
3 Lt. Blue Dir. Sig. Switch - left
Rear to Dir. Sig. light
- Left Rear
Yellow left Switch "R" Term.
"' to left Toil Ligbt to
Right Tail Light
5 5 Green-White Tr. B./U. Switch to 8./U.
l ights - Right and left

~
172227

FIGURE 20 - Frame Harness- Truck Camper- Floor Shift-Manual Transmission

 HARNESS ROUTING

31

FIGURE 21 - Instrument and Control

Harness- Wagoneer and Truck

CLUSTER PLUG
171228

LETTER COLOR CIRCUIT LETTER COLOR CIRCUIT LETTER COLOR CIRCUIT

A Blue-W/Yel. Tr. Temperature H Gray Charging Ind. D Block-W/Yel. Tr. Ground
White-W/Red Tr. Hi-Beam Ind. G Purple Oil Pressure c White Gas Gouge
K Green-W/Wh. Tr. Ignition F B Red-W/Biue Tr. Cluster Lights
J Black-W/Wh. Tr. Right Turn Ind. E Yellow-W/Bik. Tr. left Turn Ind.

NO. COLOR CIRCUIT NO. COLOR CIRCUIT

Blue-I Yellow Tr. Cluster Plug "A" (Temp. Gauge) to Temp. 17 Black-1 Yellow Tr. light Switch "0" Term. to Dome light (- )
Sender Term.
2 White-! Red Tr. Cluster Plug "l" Hi-Beom Ind. to Foot Dimmer 18 Brown Light Switch "8-2" Term. to Stop light Switch
Switch Hi-Beam Term. Brown Light ~witch "8-2" Term. to Dome light ( +)
Red-1 White Tr. Foot Dimmer Switch Hi-Beam to Junction 19 Yellow Light Switch " R" Term. to Conn. Frame
BJoc,k Hi-Beam Harness-Tail l ight
3 Green- I White Tr. Cluster Plug "K" lgn. to lgn. Switch lgn. 20 Lt. Blue light Switch "R" Term. to Junction Block
Term. Park Term.
4 Black I White Tr. Cluster Plug "J" Right Turn Ind. to Dir. 21 Red-1 White Tr. Heater Hi-Speed to Heater Switch Hi-Speed
Sign. Switch Right Turn to Ml>tor
Block Dir. Sig. Switch Right Turn to Dir. Sig. lamp 22 Lt. Blue Heater lo-Speed to Heater Switch lo-Speed
-Right Turn 23 Black Heater Med-Speed to Heater Switch Med-
S Gray Cluster Plug "H" Chg. Ind. to Alter. Reg. & Speed
Alternator 24 Lt. Blue Dir. Sig. Switch left Turn - Reor to Frame
6 Purple Cluster Plug "G" Oil Press. Ind. to Oil Press. Horn. Stop light - Left
Sender 25 Orange Dir. Sig. Switch Right Turn - Rear to Frame
7 Yellow I Black Tr. Cluster Plug "E" Left Turn Ind. to Dir. Sig. Horn. Stop l ight - Right
Switch Left Turn 26 Black Foot Dimmer Switch Lo-Beom to Junction
Yellow Dir. Sig. Switch Left Turn to Dir. Sig. Lomp Block lo-Beam
-Left Turn 27 Red-Wh. Tr. Ignition Switch Ace. Term. to Heater Switch
8 Block I Yellow Tr. Cluster Plug "D" Ground to lnstr. Panel "8" Term.
Ground 28 Black-Yel. Tr. Horn Relay - Horn Button to Steer. Col.
9 White Cluster Plug "C" Gas Gauge to Frame Horn. Conn.
Gos Tank Unit 29 Brown Stop light Switch to Dir. Sig. Switch
10 Red-1 Blue Tr. Cluster Plug "B" Panel Lights to light Switch 30 White-Red Tr. Hazard Warning Feed to Hazard Warning
Term. I to lnstru. lights Flasher
11 Red lgn. Switch "B" Term. to Terminal Bloc.k to 31 Red lgn. Switch Ace. Term. to Oir. Sig. Flasher
Cigar lighter or Hazard Warning Feed 32 Yellow Wiper-Washer Switch Term. #3 to Washer
13 Green lgn. Switch lgn. Term. to Ballast Motor Term. #I
14 Lt. Blue lgn. Switch Start Term. to Solenoid Start. 33 Dark Blue Wiper-Washer Switch Term. # 1 to Wiper
Term. Ml>tor Term. # 1
14A Lt. Blue lgn. Switch Starter Term. to Solenoid Start. 34 Green Wiper-Washer Switch Term. #2 to Wiper
Term. Motor Term. #3
15 Red-1 White Tr. Light Switch Batt. Term. B-1 to Terminal 35 Red-Wh. Tr. lgn. Switch Ace. Term. to Wiper Ml>tor Term.
Block #2 to Washer Motor Term. #2
16 Green-Yellow Batt. Feed to light Switch "H" Term. to Foot 36 Green-Wh. Tr. Bock-Up light Switch to Frame Harness
Dimmer Switch "B" Term. 37 Black Transmission Solenoid to Vacuum Switch