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Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2 Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-76
Be¡;¡¡jix Folo-Thru Drive. . . ,.. .1-60 Ignition Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .1-63
Bendix Starter Drive. . . . . . . . . . . . . . . . . . . . . .1-58 Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3
Current-Voltage Regulator. . . . . . . . . . . . . . . . .1-22 Ignition Timing. . . . . . . . . . . . . . . . . . . . . . . . . . .1-13
Directional Signals. . . . . . . . . . . . . . . . . . . . . . . .1-77 Indicators and Gauges. . . . . . . . . . . . . . . . . . . . .1-65
Distributor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 Lighting System. . . . . . . . . . . . . . . . . . . . . . . . . .1-66
Distributor Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5 Main Light Switch. . . . . . . . . . . . . . . . . . . . . . . .1-67
Distributor Condenser. . . . . . . . . . . . . . . . . . . . . .1-7 Overrunning Clutch Drive... . . . . . . . . . . . . . . .1-59
Distributor Governor Mechanism. . . . . . . . . . . .1-9 Spark Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-14
Distributor Points. . . . . . . . . . . . . . . . . . . . . . . . . .1-8 Starting Motor. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
DistributorRotor. . . . . . . . . . . . . . . . . . . . . . . . . .1-6 Starting Motor Armature. .. """"" .1-53
Fuel Gauge.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-64 Starting Motor Brush Holders. . . . . . . . . . . . . .1-55
Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-15 Starting Motor Brushes. . . . . . . . . . . . . . . . . . . .1-51
Generator Armature. . . . . . . . . . . . . . . . . . . . . . .1-18 Starting Motor Commutator. . . . . . . . . . .1-47, 1-52
Generator Brush Holders .1-20 Starting Motor Field Coils. . . . . . . . . . . . . . . . .1-54
Generator Fie1d Coils 1-19 Starting Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .1-62
Head Lamp Aiming. . . . . . . . . . . . . . . . . . . . . . .1-73 Stop Light Switch.. . . . . . . . . . . . . . . . . . . . . . . .1-69

1-1. GENERAL 10,000 miles [16.000 km.], c1ean and inspect the
Early production vehic1es were all equipped with battery as outlined below.
6-volt electrical systems. Later domestic production Note: Do not allow flames or sparks to be brought
vehic1es were all changed to 12-volt electrical sys- near the vent openings of the battery since hydro-
tems. For a quick check to see which system the
gen gas may be present in the battery and might
vehic1e has, look at the battery. As the electrical explode.
circuits remain the same, the wiring diagrams
represent both 6- and 12-volt wiring. However, Note: The liquid in the battery (electrolyte) is a
bulbs and electrical components are not always solution of sulphuric acid which, on contact, can
interchangeable and a replacement item of the injure skin or eyes, or damage c1othes. If it is spilled
correct voltage rating must be secured. Refer to on the skin or spattered in the eyes, promptly flush
Par. 1-70. Use caution around the higher voltage it away with quantities of c1ear water only. If the
of the 12-volt system as accidental short circuits acid is spilled on c1othes, wet it thoroughly with a
are more capable of damaging electrical units. weak solution of ammonia, or with a solution of
Also, arcs around the 12-volt battery are more sodium bicarbonate or baking soda.
apt to ignite any gas that may be escaping from it.
In the following paragraphs will be found informa- Note: When installing a battery, make sure the
tion about the battery, distributor, coil, generator, negative terminal is grounded. Reverse polarity
voltage regulator and starting motor. These units in the ignition system can cause an otherwise top
with the connecting wires, make up the engine performing engine to be come rough and sluggish.
electrical system. The wiring diagram will show
the different circuits of the engine electrical system Battery Inspection
and the various units which make up those circuits.
a. Check the specific gravity of the electrolyte in
With plastic-covered wiring harnesses use only each cell of the battery. A hydrometer reading of
rubber-insulated wiring c1ips. 1.260 indicates that the battery is fully charged.
If the reading is 1.225 or be10w, the battery needs
1-2. Battery recharging. If one or more cells is 25 "points"
The battery acts as a storage reservoir of electrical (.025) or more lower than the other cells, this in-
energy produced by the generator. To store suffi- dicates that the cell is shorted, the cell is about to
cient energy for operation of the electrical system fail, or there is a crack in the battery partition in
(starter, lights, etc.) when the generator is not the case. Unless the battery is repaired or replaced,
producing, the battery and battery wiring must battery trouble will soon be experienced.
receive regular attention. At each 1000 miles b. Check the electrolyte level in each cell, add
[1.600 km.], or when the vehic1e is lubricated, distilled water to maintain the solution %" [9,5
check the battery condition with a hydrometer and mm.] above the plates. Avoid overfilling. Replace
check the electrolyte level in each cell. At each the filler caps and tighten securely. It is important


to keep the electrolyte level above the plates at all rived from burning a fuel and air mixture iR the
times because plates that are exposed for any engine cylinders under compression. To ignite these
length of time will be seriously damaged. gases a spark is made to jump a small gap in the
c. Check the wing nuts on the hold-down frame spark plug within each combustion chamber. The
for tightness. Tighten them only with finger pres- ignition system furnishes this spark. The spark
sure, never with pliers or a wrench. Excessive must occur in each cylinder at exactIy the proper
pressure could damage the battery case. time, and the spark in the various cylinders must
follow each other in sequence of firing order. To
d. Clean the battery terminal s and cable con- accomplish this the following units are required:
nectors..-Prepare a strong solution of baking soda
and water and brush it around the terminals to a. The battery, which supplies the electrical energy;
remove any corrosion that is presento The cell caps b. The ignition coil, which transforms the battery
must be tight and their vents sealed to prevent low tension current to high tension current which
cleaning solution entering the cells. After cleaning, can jump the spark plug gap in the cylinders under
coat the terminal s with heavy grease. compression;
e. Inspect the battery cables and re place if badly
c. The distributor, which delivers the spark to the
corroded or frayed. Check tightness of terminal
screws to ensure good electrical connections. Check proper cylinders and incorporates the mechanical
the tightness of the negative ground cable con- breaker, which opens and closes the primary cir-
cuit at the exact time;
nection at the frame to ensure a good ground
connection. d. The spark plugs, which provide the gap in the
f. Load test the battery. Connect a voltmeter engine cylinders;
across the battery. Run the starting motor for e. The wiring, which connects the various units;
15 seconds. If the voltage do es not drop below 5
volts on a 6-volt battery, or 10 volts on a 12-volt f. The ignition switch, which controls the battery
battery, the battery is satisfactory. If the voltage current when it is desired to start or stop the
falls below the figures given, yet the specific engme.
gravity-is above 1.225, the condition of the battery
is questionable.
1-4. Distributor
g. Be sure the engine ground strap connection,
Fig. 140, is tight at both connections. If these The distributor is mounted on the right side of the
connections are loose or dirty, hard starting or engine and is operated by a coupling on the oil
failure to start may resulto pump shaft, see Fig. 71, which is driven by a spiral
gear on the camshaft. The spark advance is fully
automatic, being controlled by built-in centrifugal
weights. While so me parts of the distributor may be
checked or replaced with the unit mounted on the
engine, it is best to periodically remove it for a
thorough check. Information covering the parts
which can be serviced without removal is given

1-5. Distributor Cap

The distributor cap should be inspected for cracks,
carbon runners and evidence of arcing. If any of
these conditions exist, the cap should be replaced.
Clean any corroded high tension terminals.

1-6. Rotor
Inspect the rotor for crack s or evidence of excessive
burning at the end of the metal strip.
After a distributor rotor has had normal use the
end of the rot0r will be come burned. If burning is
found on top of the rotor it indicates the rotor is
1-3. Ignition System too short and needs replacing. Usually when this
condition is found the distributor cap segment will
Note: Although Auto-Lite equipment is standard be burned on the horizontal face and the cap will
on 'Jeep' vehicles, at the start of 1954 production also need replacing.
a few vehicles were equipped with Delco-Remy
distributors and starting motors. However, if
1-7. Condenser
replacement of a Delco-Remy unit becomes nec-
essary, the unit should be replaced with a like The condenser prolongs the life of the distributor
Delco-Remy unit and not with an Auto-Lite unit. points by preventing arcing at the contacts. It also
provides a hotter spark by creating a reverse surge
The power in an internal combustion engine is de- Text continued on page 130



I-Left Headlamp 14-Ignition Coil

2-Left Parking Lamp IS-Ignition Switch
3-Right Parking Lamp 16-Ammeter
4-Right Headlamp 17-Dash Light
S-Generator l8-Tell-Tale Light
6-Distributor 19-Fuel Gauge
7-Voltage Regulator 20-Light Switch
8-Negative Ground Cable 21-Fuel Gauge Sending Unit
9-Battery 22-Tail and Stop Light
10-Positive Cable 23-Light Switch Circuit Breaker
ll-Starting Motor 24-Dimmer Switch
12-Starting Switch 2S-Stop Light Switch
13-Horn 26-Junction Block






1-L~ft H~adlamp 13-Da.h Light

2-Ldt Parking Lamp 14-Tell-Tal~ Light
3-Right Parking Lamp 15-Fu~1 Gaug~
4-Right H~adlamp 16-lgnition Switch
5--G~n~rator 17-Light Switch
6-Voltag~ R~gulator 18-Fu~1 Gaug~ S~nding Unit
7-N~gative Ground Cable 19- Tail and Stop Light
8-Di.tributor 20-Dimm~r Switch
9-lgnition Coil 21-Stop Light Switch
10-Batt~ry 22-Horn
11-Starting Motor 23- Junction Block




(Up to Serial No. 35522)
l-Left Headlamp 16-Dash Light
2-Left Parking Lamp 17-Tell-Tale Light
3-Right Parking Lamp 18-Fuel Gauge
4-Right Headlamp 19-1gnition Switch
S-Negative Ground Cable 20-Fuel Gauge Sending Unit
6-Generator 21-Horn Button
7-Distributor 22-Directional Signal Switch
8-Battery 23-Light Switch
9-Positive Cable 24-Right Tail and Stop Lamp
10-Voltage Regulator 2S-Left Tail and Stop Lamp
ll-Starting Motor 26-Dimmer Switch
12-lgnition Coil 27-Stop Light Switch
13-Signal Flasher 28-Horn
14-Starting Switch 29- Junction Block





(Serial No. 35522 and after)

l-Left Headlamp l3-Starting Motor 25-lnstrumedt Cluster

2-Left Parking and Signal Lamp 14-0il Pressure Signal Switch A-Upper Beam Indicator
3-Right Parking and Signal Lamp l5-Temperature Sending Unit B-Turn Signal Indicator
4-Right Headlamp 16-Solenoid Switch C-Instrument Lights
5-Battery Ground Strap 17-Foot Dimmer Switch D--Qil Pressure Indicator
6-Generator l8-Stop Light Switch E-Charging Indicator
7-lgnition Coil 19-Directional Signal Flasher F-Temperature Gauge
8- Junction Block 20-Fuse G-Fuel Gauge
9-Horn 21-Light Switch H-Instrument Voltage Regulator
10-Distributor 22-Directional Signal Switch 26-Fuel Gauge Tank Unit
ll-Battery 23-Horn Button 27-Left TaiJ and Stop Lamp
l2-Voltage Regulator 24-lgnition and Starter Switch 28-Right Tail and Stop Lamp




(Up to Serial No. 49248 Mode1 CJ-5 and No. 12577 CJ-6)

1-Left Headlamp 15-Fuse

2-Left Parking Lamp 16-Instrument Cluster
3-Right Parking Lamp 17-Ignition Switch
4-Right Headlamp 18-Horn Button
5-Negative Ground Cable 19-Directional Signal Switch
6-Generator 20-Right Tail and Stop Lamp
7-Distributor 21-Left Tail and Stop Lamp
8-Battery 22-Fuel Gauge Sending Unit
9-Positive Cable 23-Light Switch
10-Ignition Coil 24-5top Light Switch
ll-Temperature Sending Unit 25-Dimmer Switch
12-Starting Motor 26-0il Pressure Sending Unit
13-Voltage Regulator 27-Horn
14-Starting Switch 28-Junction Block




(Mode(CJ-5 after Serial No. 49248, Model CJ-6 after Serial No. 12577)

l-Left Headlamp B-Turn Signallndicator 17-Directional Signal Switch

2-Left Parking and Directional Lamp C-Instrument Lights 18-Light Switch
3-Right Parking and DirectionallLamp D-Oil Pressure lndicator 19-5top Light Switch
4-Right Headlamp E-Charging lndicator 20-Foot Dimmer Switch
5-Battery Ground Cable F-Temperature Gauge 21-Directional Signal Flasher
6-Generator G-Fuel Gauge 22-Fuse
7-Distributor H-Instrument Voltage Regulator 23-Solenoid Switch
8-lgnition Coil 12-Right Tail and Stop Lamp 24-Temperature Sending Unit
9-Starting Motor 13-Left Tail and Stop Lamp 25-0il Pressure Signal Switch
IO-Voltage Regulator 14-Fuel Gauge Tank Unit 26-Horn
lI-Instrument Cluster 15-lgnition and Starter Switch 27-Junction Block
A-Upper Beam lndicator 16-Horn Button




l-Left Headlamp 13-Temperature Sending Unit B-Turn Signal Indicator

2-Left Parking and Directional Signal 14-Starting Motor C-Instrument Lights
3-Right Parking and Directional Signal 15-Voltage Regulator D-Oil Pressure Indicator
4-Right Headlamp 16-Fu", E-Charging Indicator
5-Negative Cable to Ground 17 - Directional Signal Flasher F-Temperature Gauge
6-Generator 18-Foot Dimmer Switch G-Fuel Gauge
7-Junction Block 19-5top Light Switch H-Instrument Voltage Regulator
8-Horn 20-Light Switch 24-Fuel Gauge Tank Unit
9-Distributor 21-Directional Signal Switch 25-Left Tail and Stop Lamp
10-Battery 22-Ignition and Starter 26-Right Tail and Stop Lamp
ll-Ignition Coil 23-Instrument Cluster
12-0il Pressure Signal Switch A-Upper Beam Indicator


of current which rapidly breaks down the magnetic e. Check point contact spring pressure, which
field of the coil by demagnetizing the coreo Should should be between 17 and 20 ounces [0,487 a 0,56
the condenser be leaky a weak spark will resulto kg.]. Check with a spring scale hooked on the
Check the condenser lead for broken wires or breaker arm at the contact and pull at right angle
frayed insulation. Clean and tighten the connec- to the breaker armo Make the reading just as the
tions on the terminal posts. Be sure the condenser points separate. Adjust the point pressure by
is mounted firmly on the distributor for a good loosening the stud holding the end of the contact
ground connection. arm spring and slide the end of the spring in or out
Should a condenser tester be available the ca- as necessary. Retighten the stud and recheck the
pacity should check from .25 to .28 microfarads. pressure. Too low a pressure will cause engine
In the absence of a tester check by substituting missing at high speeds. Too high a pressure will
a new condenser. cause rapid wear of the cam, block, and points.

1-8. Distributor Points 1-9. Governor Mechanism

a. Examine the distributor points. If they show The spark advance of this distributor is auto-
wear, poor mating, transferred metal, or pitting matically controlled by a centrifugal governor built
then new ones should be installed. Clean the points in the distributor body. The centrifugal type
with a suitable solvent and a stiff bristled brush. governor should be checked for free operation. Hold
b. Check the alignment of the point for a ful!, the governor shaft and turn the cam to the left as
square contacto If not correctly aligned, bend the far as possible and release it. The cam should im-
stationary contact bracket slightly to provide mediately return to the original position without
alignment. drag.
Should a distributor test fixture be available it is
c. The contact gap should be set at .020" [0,508 best to make a check through the entire advance
mm.], measured with a wire gauge. Adjustment of range, following the instructions of the fixture
the gap is accomplished by loosening the lock screw manufacturer.
(Fig. 148,39) and turning adjusting eccentric screw
(7), until correct gap is secured. Be sure that the
fi1:;er block on the breaker arm is resting on the 1-10, Distributor Removal
highest point on the cam while the adjustment is a. Remove high-tension wires from the distributor
being made. Recheck the gap after locking the cap terminal towers, noting the order in which
they are assembled to ensure correct reassembly.
d. Apply a thin film of cam lubricant to the cam No. 1 spark plug terminal tower is in the 5 o'dock
to lessen fiber block wear. position. Starting with this tower, the wires are

13 "
1 7




l-Cap IS-Bearing 29-Connector Lockwasher
2-Rotor 16-Rubber o Ring 30-Connector Screw
3-Cam Oiling Wick 17-Advance Arm 31-Terminal Post
4-Condenser Mounting Screw lS-Lower Thrust Washer 32-Cam Spacer
S-Lockwasher 19-Drive Shaft Collar 33-Breaker Arm Spring Clip Scrcw
6-Condenser 20-Collar Rivet 34-Spring Clip Scrcw Washer
7-Breaker Plate 21--5crew and Washers 3S-Spring Clip
S-Cam and Stop Plate 22-Connector 36-Distributor Points
9-Governor We.ght 23-Bushing 37-Breaker Plate Screw
10-Governor Spring 24-Terminal Washer 3S-Washer
ll-Drive Shaft 2S-Terminal Nut 39-Locking Scrcw
12-Thrust Washer 26-Terminal Lockwasher 40-Plate Seal
13-Base 27-Insulating Wa.her 41-Felt Washer
14-oiler 2S-Terminallnsulation 42-Snap Ring

installed in a counterc1ockwise direction in 1-3-4-2 the breaker plate with the primary lead terminal
firing order. See Fig. 150. insulators and screw and lift the assembly from the
b. Remove the primary lead fram the terminal housing.
post at the side of the distributor. d. Remove the condenser.
c. Unlatch the two distributor cap springs and re- e. Remove the distributor points.
move the cap. f. Remove the shaft assembly. To do this, file off
d. Note the position of the rotar in relation to the the upset end of the pin which is placed through
base. This should be remembered to facilitate re- the collar and shaft at the lower end of the housing
installing and timing. and drive out the pin with a suitable punch. Re-
e. Remove the screw holding the distributor to move the collar and washer. Pull the shaft from
the crankcase and lift the assembly from the engine. the housing.
g. Should it be necessary to remove the cam assem-
bly, first remove the felt wick from the upper end.
1-11. Distributor Disassembly Use long-nose pliers to compress and remove the
a. Remove the rotor. spring locking clip located at the bottom of the
b. Remove the dust cap which is seated in the drilled center opening of the cam. Remove the cam.
housing with finger-tight press fit.
c. Remove the breaker plate assembly. To do this,
remove the two mounting screws and disconnect the 1-12. Distributor Inspection
strap lead be removing one screw directly above If the shaft and bearings are worn sufficiently to
the primary lead terminal on the side of the housing. allow .005lf 01' more looseness of the shaft, they
Rotate the assembly to align the slot in the edge of must be replaced. Before installing new bearings,
soak them in medium grade engine oil and allow
them to drain. Wipe all oil fram the upper part of
the housing. At assembly, apply a film of grease to
the upper drive shaft washer and put a small
amount of grease in the bearing bore just above the
bearings. Lubricate the governor mechanism spar-
ingly with medium gradeengine oi!. After assembly
place 3 to 5 drops of engine oil in the oiler mounted
on the side of the housing and 5 drops on the felt .
located in the center opening of the cam directly
13 below the rotor. Place a very light smear of grease
on the cam and 1 drop of oil on the breaker arm
Before installing the distributor, check the friction
spring mounted on the lower end of the drive shaft
and replace it if worn 01' damaged.

11 4 1-13. Installation and Ignition Timing

If the engine crankshaft has been rotated, with
the distributor off, it will be necessary to place No.
1 piston in firing position to correctly install the
10 distri bu tor .
To locate the firing position of No. 1 piston, first
remove No. 1 spark plug and turn the engine until
7 No. 1 piston is moving up on the compression stroke
as indicated by compression pressure being forced
8 through the spark plug opening. Turn the engine
slowly until the 50 before top center mark on the
tlywheel is in the center of the timing hole 01', on
later four cylinder engines, the 50 before top center
mark on the timing gear cover is in alignment with
the mark on the crankshaft pulley. Fig. 26 and 27.
Oil the distributor housing where it bears in the
cylinder block and install the distributor on the
cylinder block. Mount the rotar on distributor shaft
10124 and turn the shaft until the rotor points towards
No. 1 spark plug terminal tower position (when cap
is installed) with the contact points just breaking.
FIG. 149-DISTRIBUTOR Move the rotar back and forth slightly until the
l-Cap 9-Thrust Washer driving lug on the end of the shaft enters the slot
2-Rotor lO-Base
3-Condenser ll-Governor Weight cut in the oil pump gear and slide the distributor
4-Qiler l2-Breaker Plate
S-Felt Wick (Cam Sleeves) 13-Primary Terminal Stud assembly down into place. Rotate the distributor
6-Absorbent Bearing 14-Cam and Stop Plate body until the contact points are just breaking.
7-Drive Shaft lS-Felt Wick
8-Drive Shaft Collar Install the hold down screw.


Spark plug operating temperatures may have been

Note: The CJ-5 and CJ-6 distributor (IAD 4041) too hot, too cold, or normal as described.
which has been released for service replacement on
the CJ -3B is identical to the CJ -3B distributor a. At too hot a temperature, the tip ofthe insulator
will show dark spots and blisters after fairly short
service. As high-temperature operation is con-
tinued, the whole insulator nose will discolor, show-
ing fused and blistered deposits near the electrode
as well as considerable erosion and burning of the
electrodes. After extreme service, the porcelain it-
self may be fused, cracked, and blistered at the tipo
The electro des will show extreme erosion and burn-
ing and possibly even surface cracking.

Note: If such cracking appears on certain plugs

after fairly short service, it may be caused by water
leaks in the associated cylinders.

b. At too cold a temperature plug operation, in

the early stages, will result in a dull black sooting
of the plug. This condition frequentIy is found in
FIG. 150-FIRING POSITIONS new vehic1es during the break-in period and is no
indication of trouble in this case. As the condition
progresses, black deposits of oil and carbon build
(IAD 4008A) except for the hold down armo This up on the base of the shell and on the insulator
hold down arm locates the distributor approximate- until, in extreme cases, the space between insulator
ly 36° from the installed position of the CJ -3B and shell may be almost completely filled. Excessive
electrode erosion will seldom be found in cases of
ciistributor. Therefore, to engage the drive when
installing a CJ-5 or CJ-6 distributor (IAD 4041) cold plug operation. These indications can be pro-
on a CJ-3B engine from which a IAD 4008A dis- duced by the use of an excessively rich air-fuel
mixture and the carburetor should be checked if
tributor has been removed, install as follows:
Remove the oil pump. Place the distributor in the this condition is suspected. Fouling will also be
correct timing position and install the hold down caused by leaking rings or intake valve guides that
screw. Install the oil pump after first carefully permit excessive oil to reach the combustion
engaging the distributor drive and meshing the chambers. The use of a hotter plug will help burn
gears without disturbing the correct timing position away some of this fouling but the mechanical con-
of the distributor. dition of the engine should be corrected.

c. In normal temperature operation the plug will

accumulate grayish-tan to reddish-brown deposits
Connect the primary wire from the coil to the with fairly uniform discoloration of the insulator
distributor. Install spark plugs. Install spark plug nose and slight, localized electrode erosion. If the
wires, placing them in the distributor cap terminal insulator shows any blotches, blisters, irregular dis-
towers starting with No. 1 (Fig. 150), and installing coloration, etc., look for hot-plug symptoms. Too
in counter-c1ockwise direction in firing order se- hot or too cold plug operation may be caused by
quence which is 1-3-4-2. Start the engine and
the use of plugs of other than the specified heat
ron it until thoroughly warm and then recheck rating but if the plugs are as specified a hotter or
the timing with a neon timing light. colder plug may be desirable. However, under- or
Accelerate the engine and check the automatic
over-heating is usually caused by factors other than
advance action by noting the movement of the the type of spark plugs and the cause should be
crankshaft pulley mark.
determined before changing plugs. The design of
the engine calls for plugs equivalent to Champion
J-8 (as installed in production) though any factor
that consistently affects engine operating tempera-
1-14. Spark Plugs ture may cause this requirement to change. Over-
Clean and gap spark plugs as described in Par. C-3. heating may be caused by insufficient tightening
Inspect them for excessive burning and erosion of of the plug in the head, which interferes with the
electrodes, blistering of porcelain at the firing tip, flow of heat away from the firing tipo If this is the
black deposits, or fouling. These conditions indicate case, the plug gasket will show very little flatten-
that the plugs have not been operating at the cor- ing. Over-tightening, in turn, will produce too easy
rect temperature. a heat flow path and result in cold plug operation.
This will be evident by excessive flattening and
deformation of the gasket. Prevailing temperatures,
Note: Prolonged idling just before removing and condition of the cooling system, and air-fuel mix-
checking the plugs should be avoided as it may ture can affect the engine operating temperature
produce false indications. and should be taken into consideration.
1-15. GENERATOR city, po1arity, and common source of manufacture.
The generator is an air-coo1ed, two-brush unit Otherwise, either a 10ss of ampere capacity or a
which cannot be adjusted to increase or decrease burned out generator will resu1t. Generators for
output. For rep1acement, vo1tage regu1ator and these vehic1es are either 6-vo1t or 12-vo1t. Par. 1-1
generator must be matched for vo1tage and capa- exp1ains the change to the 12-vo1t system. Refer to
the specifications at the end of this section for in-
formation on correct generator rating for a specific
mode1 series.
The circuit breaker, vo1tage regu1ator, and current-
1imiting regu1ator are bui1t into one combination
unit. Because the regu1ator and battery are part
of the generator circuit, the output of the generator
depends upon the state of charge and temperature
of the battery. With a discharged battery, the
output will be high, decreasing proportionally as
the battery becomes charged. For service informa-
tion covering current regu1ator see Par. 1-22.
FIG. lSl-CHARGlNG CIRCUIT 1-16. Generator Maintenance
2-Voltage Regulator
A periodic inspection shou1d be made of the charg-
3-Generator ing circuit, Fig. 151. The interva1 between these

~~ (24\
~ ?-:::@

, sQQI O

~ üíl~\~.l FIG. 152-GENERATOR

l--oil Retainer 24-Washer
2-Bearin'l 25-lnsulating Washer
3-Felt Wick 26- lnsulating Bushing
4--oiler 27-Stud
5-Commutator End Head 28-Left and Right Field Coil
6-Brush Lead Screw 29-Pole Shoes
7-Lockwasher 30-Pole Shoe Screw
8-Brush Set 31-Drive Pulley and Fan Assembly
9-Brush Spring 32-Lockwasher
10-Brush Arm 33-Shaft Nut
ll-Frame 34-Drive End Head
12-lnsulating Bushing 35-Felt Washer
13-Washer 36-Felt Washer Retainer
14-Lockwasher 37-Ball Bearing
15-Hex Nut 38-Gasket
16-Lockwasher 39-Bearing Retainer
17-Hex Nut 40-Lockwasher
18-Ground Screw 41-Retainer Screw
19-Lockwasher 42-Felt Washer
20-Hex Nut 43-Woodruff Key
21-Lockwasher 44-Armature
22-Hex Nut 45-Thru Bolt
23-Lockwasher 46-Lockwasher


checks will vary depending upon type of service. armature segment is grounded and the arma tu re
Dust, dirt and high speed operation are factors must be replaced.
which contri bu te to increased wear of bearings To test for short in armature coils, a growler,
and brushes. Fig. 153, is necessary. Place the armature on the
Under normal conditions a check should be made growler and laya thin steel strip on the armature
each 6000 miles [9.600 km.]. coreo The armature is then rotated slowly by hand
A visual inspection should be made of all wiring, and if a coil is shorted, the steel strip will vibrate.
to be sure there are no broken or damaged wires. Should a coil be shorted the arma tu re must be
Check all connections to be sur e they are tight and replaced.
clean. If precision test equipment is available, the cus-
Should the commutator be rough or worn the tomary accurate tests can be made in accordance
armature should be removed and the commutator with instructions furnished with the testing equip-
turned and undercut. See Par. 1-18. mento
The brushes should slide freely in their holders.
Should they be oil soaked or if they are worn to 1-19. Field Coils
less than one-half their original length they should Inspect the field coils for chafed wires and using
be replaced. When new brushes are installed they test lamp prods check for both open and grounded
should be sanded to pro vide full contact with the circuits. To test for open coil, connect the prods
commutator. Generators should not be checked for to the two leads from each coil. If the lamp fails
output until the brushes are seated. to light, the coil is open and must be repaired or
Brush spring tension is important. High tension replaced.
causes rapid brush and commutator wear while To test for ground, place one prod on ground and
low tension causes arcing and reduced output. the other on the field coil terminal. If a ground is
Test the tension with a spring scale: Check the present the lamp will light and the coil must be
specifications section at end of this section for repaired or replaced.
correct spring tension for generator in question. If accurate test equipment is available, check the
field coils for current draw which should be with-
1-17. Generator Disassembly in the limits of 1.6 to 1.8 amperes at 6 volts for
Before beginning disassembly of the generator to both coils (6-volt generato;s) or 1.2 to 1.3 amperes
correct electrical system malfunctions proceed with at 10 volts for both coils (12-volt generator.)
inspection and test pracedures as detailed in Par. A shorted coil will of course show a much higher
1-27 thru 1-43. If it is definitely determined that draw, while an open coil will show no draw. In
trouble exists within the generator, which ne- either case the generator output will be below
cessitates dismantling, proceed as follows. normal. .

6-volt Generator Only: To replace a field coil, disconnect the field termin-
Remove the generator band and to facilitate
removal of the commutator end plate and avoid
damage to the brushes, the tension of the springs
should be released fram the brushes. Use a wire
hook to lift the brush spring and at the same time
pull the brushes partly out of the brackets and
let the spring down against the sides of the brushes
to hold them up in the brackets.
Both 6 and 12-volt Generator:
Remove the two frame screws in the commutator
end plate and remove the end plate assembly.
Next pull the armature and drive head complete
from the generator housing. Remove the generator
pulley from the armature by removing the nut
and washer. Do not los e the Woodruff key when
the pulley is removed. After this, remove the drive
end head assembly which includes the oil seal and
bearing. To remove the bearing, remove the three
screws and lockwashers in the grease retainer and
remove the retainer and felt washer, after which,
remove the bearing, oil guard and felt washer.

1-18. Armature
If the commutator is raugh or worn, turn it down
in a lathe. After turning, the mica insulation be-
tween the segments should be undercut to a
depth of ~II [0,8 mm.].
To test the armature for a ground, connect one
prod of a test lamp to the core or shaft (not on
bearing surface) and touch each commutator seg- ~
ment with the other prod. If the lamp lights, the FIG. 153-GROWLER

als, use a heavy screwdriver to remove the field bracket, and the other on a movable armature
poI e piece screws, then the coils together with the which by the e1ectromagnet~ -The
is controlled
pole pieces may be removed. When replacing the movab1e contact is mounted on a spring artp;,.so
coils, set the poI e piece screws by staking with a that as the contacts open and close a slight wiping
center punch. action is produced.
The electromagnet of the circuit breaker has two
1-20. Brush Holders windings, one, the shunt coi1 which is connected
With test prods check the insulated brush holder across the generator output like a voltmeter and
to be sure it is not grounded. Touch the brush the other a series coi1 connected in series with the
holder with one prod and the frame with the generator output 1ike an ammeter.These two coi1s
other prado If the lamp lights, a grounded brush are wound in the same direction so that when the
holder is indicated. generator is charging the battery, the magnetism
Inspect the brush holders for cracks, distortion and of the series coi1 increases the total magnetismo
improper alignment. The brushes should slide freely When the battery discharges back through the
and should be in perfect alignment with the com- generator, the magnetism of the series coil is re-
mutator segments. versed and the magnetism of the two coils is
opposed. This resu1ts in a decreased pull on the
1-21. Assembling Generator armature and spring action opens the contacts.
Install the felt grease retainer and washer in the
drive end head. See Fig. 152. Check the bearing
to be sure it is clean and fill it one-half full with
a high melting point grease. Install the bearing
and also install the inside felt washer and attach
the bearing retainer with the lockwashers and
screws. Place the drive end head over the front end
of the armature shaft. Install the Woodruff key in
the armature shaft and install the drive pulley,
being sure the key is in position. Secure in position
with the washer and nut. Place the assembly on
end so it rests on the pulley with the commutator
end up.
6-volt Generator:
Place generator housing and field coils assembly
in position, turning front end bracket so the dowel
pin in housing enters hole in end head. Place com-
mutator end plate, including brushes held in a
raised position, on shaft and connect field coils. 1 10240 j
Install the long frame screws. Seat the brushes
with 00 sandpaper and install cover bando FIG. 154-AUTO-LITE VOLTAGE REGULATOR
12-volt Generator: l-"BAT" Terminal
Whi1e holding brushes clear of commutator with 2-"FLD" Terminal
3-"ARM" Terminal
the thumbs, place generator housing and field
coi1s assemb1y in position, turning front end
bracket so the dowe1 pin in housing enters hole in
end head. Place commutator end plate on shaft
and install long frame screws.
When reinstalling the generator on the engine, the
bracket bolt torque wrench reading is 25 to 35
1b-ft. [3,4 a 4,8 kg-m.].
1-23. Description and Operation
For rep1acement, vo1tage regu1ator and generator
must be matched for vo1tage and capacity, polarity,
and common source of manufacture. Otherwise,
either a 10ss of ampere capacity or a burned out
generator will resu1t.
These regu1ators are used with shunt-type gen-
erators and have three units each with a separate
function to perform. These units are the circuit
breaker unit, the voltage regu1ator unit, and the
110239 "j
current limiting regu1ator unit.
1-24. Circuit Breaker
1-"BAT" Terminal
It consists of an e1ectromagnet and a set of contacts. 2-"ARM" Terminal
The contacts are mounted with one on a stationary 3-"FLD" Terminal


The sequence of operation of the circuit breaker is most of the flux to act on the armature when the
as follows: unit is hot. Thus when the coil is hot and not as
When the generator is not running, the contacts efficient, the magnetic shunt reduces the amount of
are open. When the generator is started, the voltage flux needed to vibrate the armature.
builds up at the armature terminal and in the shunt The compensation is usually more than enough to
coi1 and as soon as it reaches the va1ue for which offset the changes in regu1ator coil resistance due
the circuit breaker is calibrated, there is sufficient to heat. The excess compensation allows the regu-
magnetism created by the shunt coil to pull down 1ator to operate at higher vo1tage under co1d
the armature, closing the contacts which auto- operating conditions than under hot conditions.
matically connects the generator to the battery. This is necessary as it requires a higher vo1tage to
With the contacts thus closed the current in the charge a battery with its internal resistance in-
series coil is flowing from the generator to the creased by 10w temperatures.
battery or in the same direction as the current in
the shunt coi1, so that the pull on the armature is 1-26. Current-Limiting Regulator
increased by the magnetism of the series coil. The function of the current-limiting regu1ator is
When the engine is stopped and the generator loses to limit the output of the generator to its maxi-
speed, the voltage falls, and as soon as the gener- mum safe output.
ator vo1tage drops be10w the battery terminal vo1- The electromagnet of the current regu1ator unit
tage, the current flows from the battery to the consists of a winding of heavy wire that is connected
generator, reversing the direction of current in the in series with the generator output. When the gen-
series coil so that the magnetism created by the erator output reaches a predetermined va1ue, the
series coil opposes and reduces the magnetism of current in the winding produces enough magnetism
the shunt coil. This reduces the pull on the armature to overcome the spring tension and pull the arma-
to a point where spring action opens the contacts. ture down. This opens the contacts and inserts re-
sistance in the field circuit of the generator. With
the fie1d current reduced by the resistance, the
1-25. Voltage Regulator
generator output falls and there is no 10nger enough
The function of the voltage regu1ator is to hold magnetism to ho1d the contacts open. As soon as
the generated voltage at a predetermined value as the spring closes the contacts. the output rises and
long as the circuit values allow the voltage to build the cycle is repeated. These cycles occur at high
up to the operating vo1tage. enough frequencies to limit the output to a mini-
The e1ectromagnet of the vo1tage regulator unit has mum fluctuation.
a winding of many turns of fine wire and is con-
nected across the charging circuit so that the sys-
tem voltage contro1s the amount of magnetismo 1-27. Preliminary Inspection
The contacts of the voltage regulator unit are con- a. Wiring-Check the wiring to see that it is prop-
nected in the generator fie1d circuit so that the field erly connected to the generator.
circuit is completed through the contacts when they b. Generator Performance-Make sure the genera-
are closed and through a resistor when the contacts tor operates correct1y without the regulator in the
are opened. circuito Remove the armature and battery 1eads
When the voltage rises to a predetermined va1ue from the regu1ator and connect an ammeter be-
there is sufficient magnetism created by the regu- tween them. Remove the fie1d 1ead from the regu-
1ator winding to pull the armature down. This opens 1ator and whi1e operating at idle speed touch the
the contacts and inserts resistance in the fie1d cir- field lead to the regu1ator base. Increase the speed
cuit of the generator thus reducing the fie1d current. slow1y noting the charging rateo
The generated voltage immediately drops, which
reduces the pull on the armature to the point where CAUTION: Do not increase the output above
the spring closes the contacts. The output again the rated output of the generator.
rises and the cycle is repeated.
These cycles occur at high enough frequencies to Ir the generator output will not build up inspect
hold the generated voltage at a constant value and the wiring harness for shorts and opens and remove
will continue as long as the voltage of the circuit the generator for an overhaul. To check the genera-
is high enough to keep the vo1tage regu1ator unit tor circuit when a suitab1e ammeter is unavailab1e,
in operation. With the addition of a current load Fig. 151, disconnect the armature cable at the regu-
great enough to lower the battery voltage be10w lator. Connect one lead of a 6-12v test lamp to the
the operating voltage of the unit, the contacts will regulator terminal marked "armature" and with
rema in closed and the generator will maintain a the engine running, ground the other lead. Should
charging rate as limited by its speed or the current the test light fail to burn there is a fau1t either in the
limiting regu1ator. generator or regulator. To 10calize the fault, discon-
Due to the effect of heat on the operating charac- nect both the "Field" and "Armature" cables at
teristics of regu1ator windings it is necessary to the generator. Connect a wire from the "Fie1d" ter-
compensate for the changes in coi1 resistance when minal to ground and use a 60 watt, 110 vo1t test
the regu1ator is operating under varying tempera- 1amp to ground the "Armature" terminal. Ir the
ture conditions. This is accomplished through the generator is charging satisfactori1y the test 1amp
use of a nicke1 iron magnetic by-pass on the volt- will glow at approximate1y 1500 rpm. engine speed
age regu1ator unit. This shunt by-passes some of and the fau1t will be definitely 10calized in the
the magnetic flux when the unit is co1d and allows regu1atot.

c. Incorrect Regulator-Make sure the regulator voltage raise or lower the stationary contact
is the correct type for use with the generator. keeping the contacts perfectly aligned. Increasing
d. Battery-Check the specific gravity and termi- the contact gap lowers the opening voltage.
nal voltage of the battery. If the battery is not up Change the contact gap by expanding or contract-
to specifications substitute temporarily for test pur- ing the stationary contact bracket, keeping the
poses a fully charged battery of the same type and contacts aligned. Do not adjust the gap between
capacity. the contacts to less than the specified minimum.
e. High Resistance Connections-Inspect the wir- b. Voltage Regulator-Connect the ammeter as in
ing between the generator, regulator and battery step a. Connect the voltmeter between the regulator
for broken wires and high resistance connections. B-terminal and the regulator base. Remove the
Pay special attention to the ground connections at variable resistance from the field circuito Run the
all three units. Connect a reliable ammeter with generator at half output for 15 minutes to bring
1-ampere graduations in series with the regulator the regulator to normal operating temperature.
B-terminal and the lead removed from this terninal. Keep the cover on the regulator during the warm-
Run the generator at a medium speed and turn on up period and also when taking readings.
the lights or accessories until the ammeter shows a Stop the engine then bring it up to approximately
10-ampere charging rateo At this charging rate 2500 generator rpm. Adjust the amperage to half
measure the voltage drop between the following maximum output by turning on lights or accessor-
points using an accurate voltmeter graduated in ies and then note the voltmeter reading. This read-
.1-volt divisions. The voltmeter should not show ing should be within the limits specified for the
a reading above the maximum noted. voltage regulator operation. To adjust the oper-
Generator "A" terminal to regulator "A" terminal ating voltage change the armature spring tension by
-.l-volt maximum. bending the hanger at the lower end of the arma-
Generator "F" terminal to regulator "F" terminal ture spring. After each adjustment stop the engine
-.05-volt maximum. then restart it. Bring it up to speed and adjust the
Battery terminal to regulator "B" terminal- current before taking a reading. In order to obtain
.1-volt maximum. an accurate indication of the operation of the volt-
age regulator unit connect a headphone (2000 ohm
Regulator ground screw to generator frame-
.03-volt maximum. or higher) between the F -terminal and ground to
pick up the sound of the opening and closing of the
Regulator ground screw to battery ground post contacts. The clicks should be regular and clear
-.03-volt maximum. without irregularities or missing. If the tone is not
Generator frame to battery ground post-.03-volt clear and regular remove the regulator cover and
maximum. inspect the contacts. The contacts should be flat
and not burned excessively and should be aligned
1-28. Test Procedure to make full face contacto If the contacts need
cleaning refer to paragraph d for the method.
a. Circuit Breaker-Connect an ammeter in series
between the regulator B-terminal and the lead c. Current Regulator-Connect the regulator and
wire removed from that terminal. Connect a the test equipment as in step b. Running the
voltmeter between the regulator A-terminal and the generator at approximately 300 generator rpm.,
regulator mounting base. Disconnect the field lead turn on lights and accessories so that the generator
from the regulator F -terminal and insert a variable must charge at maximum rateo The ammeter should
resistance (3 amp., 50 ohm capacity) between the give a reading within the limits specified.
lead and the regulator terminal. Run the generator To adjust opening amperage, change the armature
at about 1000 generator rpm. Insert all the re- spring tension by bending the hanger at the lower
sistance in the field circuit, then slowly reduce the end of the armature spring. After each adjustment,
resistance noting the voltage reading just before stop the engine, then restart it. Bring the engine
the change caused by the closing of the circuit up to speed and take an ammeter reading. Keep
breaker. Increase the charging rate to the figure the cover on the regulator when taking these
specified for the regulator being tested then reduce readings.
the charging rate by inserting resistance in the Connect a headphone (2000 ohms or higher) be-
field circuito Note the voltmeter and ammeter tween the regulator F -terminal and ground to pick
reading just before the circuit breaker opens and up the sound of opening and closing of the contacts.
the ammeter reading drops to zero. The closing Clear, regular clicks should be heard over the
voltage and the opening voltage or current should headphones; they should not be irregular or missing.
be within the limits specified. An accurate method If the tone is not clear and regular remove the
for noting the exact instant of the opening or closing regulator cover and inspect the contacts. The
of the circuit breaker is to connect a headphone contacts should be flat and not burned excessively
(2000 ohms or higher) to the battery and armature and should be aligned to make full face contacto If
terminals of the regulator. When the contacts the contacts need c1eaning refer to paragraph d.
open or close a click will be heard in the headphones. below for the method.
To adjust the closing voltage change the armature d. Contacts-Inspect the contacts on all three
spring tension by bending the hanger at the lower units. In normal use the contacts will be come
end of the spring. Increase the spring tension to grayed. If the contacts are burned or dirty or if
raise the closing voltage or de crease the tension they are not smooth, file the contacts with a # 6
to lower the c10sing voltage. To adjust the opening American, Swiss cut, equalling file. Move the file


parallel and lengthwise to the armature. File just spect the regulator visually for incorrect wiring be-
enough so that the contacts present a smooth sur- tween units and shorted leads.
face toward each other. It is not necessary to
1-35. Test Four
remove every trace of pitting. After filing, dampen
a piece of linen or lintless bond tape in refined Opera te the units at 10 amperes output and meas-
carbon tetrachloride and draw the tape between ure the voltage drop from the regulator base to
the contacts. Repeat with a dry piece of tape. Use the generator frame.
c1ean tape for each set of contacts. a. Voltage reading below .03 volts-ground cir-
e. Recheck-Operate the unit at half maximum cuit is satisfactory. See test 5.
output for five minutes with the cover on the regu- b. Voltage reading above .03 voIts-1nspect ground
lator. Repeat the testing procedure for all units as circuit for poor connections and elimina te the high
described in a, b, c above. Be sure cover is on regu- resistance. See test 5.
lator when taking readings.
1-29. Qu ickChecks 1-36. Test Five
Connect a headphone from the regulator field ter-
1-30. Low Charging Rate with a Fully minal to the base and hold the current regulator
Charged Battery contacts c1osed.
A fully charged battery and a low charging rate a. A steady beat is heard-voltage regulator oper-
indicates normal regulator operation. ating. Reset regulator as in the operation test,
A further check of the regulator operation can be Par. 1-28.
made by using the starting motor for 5 to 10 b. An unsteady beat is heard-dirty or sticking
seconds with the ignition switch in the "off" posi- contacts. Clean contacts per instructions in Par.
tion. Then start the engine and operate at a genera- 1-37.
tor speed of 2500 to 3000 rpm. The charging rate
should rise to its maximum value then taper off to c. No beat is heard-inoperative voltage regulator
a minimum charge as the battery becomes charged. unit. Adjust regulator operation as in the operation
test. If the regulator cannot be adjusted within
1-31. High Charging Rate with a Fully limits, remove for overhaul.
Charged Battery
This is usually an indication that the voltage regu- 1-37. Cleaning of Contacts
lator is not operating correctly. The high voltage Clean the voltage regulator contacts with a # 6
will cause the battery to gas excessively and will American Swiss cut equalling file. File lengthwise
shorten the life of the ignition contacts and, in and parallel to the armature and then c1ean the
general, will have a detrimental effect on all con- contacts with c1ean linen tape. First draw a piece
nected loado of tape that has been wet with carbon tetrachlor-
Connect an ammeter in series with the regulator ide between the contacts then follow with dry
"B" terminal and the lead removed from the termi- tape. Reset the regulator operation as in the oper-
nal. Run the generator at a medium speed and per- ation test, Par. 1-27.
form the following operation. After each test is
completed reconnect whatever leads have been 1-38. Low Battery and a Low or
opened. No Charging Rate
1-32. Test One Check all wiring for loose connections, frayed in-
sulation and high resistance connections and cor-
Disconnect the field lead at the generator.
rect any fault.
a. Output drops to zero-shorted field circuit in Make sure the generator operates correctly with-
regulator or in wiring harness. See test 2. out the regulator in the circuito Remove the "A"
b. Output does not drop-shorted field circuit in and "B" leads from the regulator and connect an
generator. 1nspect generator. ammeter between them. Remove the field lead from
1-33. Test Two the regulator and while operating at idle speed
touch the field lead to the regulator base. 1ncrease
Disconnect the field lead at the regulator. the speed slowly noting the charging rateo Do not
a. Output drops to zero-shorted field in regulator. increase the output above the rated output of the
See test 3. generator. If the generator output will not build
b. Output does not drop-shorted wiring harness. up, inspect the wiring harness for shorts and opens
Repair or replace wiring harness. and remove the generator for an overhaul.
Connect an ammeter between the battery lead and
1-34. Test Three
the regulator "B" terminal. Connect the field lead
Remove the regulator cover and hold the voltage to the regulator "F" terminal and connect the
r:egulator contacts open. armature lead to the regulator "A" terminal. Con-
a. Output drops to zero-regulator contacts stick- nect a voltmeter from the regulator "A" terminal to
ing, regulator out of adjustment, or regulator in- the regulator base. Operate the generator at a
operative. Check operation (test 5), check for high medium speed and perform the following tests:
resistance (test 4), and c1ean contacts per instruc-
tions in Par. 1-37. 1-39. Test Six
b. Output does not drop-shorted field circuit in Read the voltmeter.
the regulator. Clean the regulator contacts and in- a. Voltage builds up-open series circuito See test 7.

..J eep' U l'H V ~1'(;:)AL ana .Jeep LJ 1;:).1"'A 1 L..t1.~1'( .
b. Voltage does not build up-regulator out of ad- covered separately. Also, the 12-volt starting
justment, field circuit open, grounded series circuito motor has no band cover, item 3.
See test 8. Effective with Mode1 CJ-3A vehicle Serial No.
30973, a 4~11 [11,43 cm.] starting motor was
1-40. Test Seven adopted. This change incorporated a new starting
switch and tlywhee1 drive which are described
Remove the regulator cover and with the generator
separately below. This starter is equipped with
operating at a medium speed hold the circuit sealed type absorbent bronze bearings and no
breaker contacts closed.
lubrication is required. The service procedures out-
a. Ammeter shows no charge--open circuit breaker lined below will apply to the starting motors of all
shunt winding, incorrect setting of circuit breaker, the models covered here.
or dirty contacts. Clean contacts and reset circuit
breaker as in Par. 1-27a. If the circuit breaker can- 1-45. Maintenance Procedure
not be set, the shunt coil is open and the regulator
should be removed for overhaul. A periodic inspection should be made of the start-
ing circuito While the interval between these checks
b. No generator output-clean the circuit breaker
contacts and try the test again. If there is still no
will vary according to the type of service, it should,
charge the series windings are open and the regu-
under normal conditions, be made every 500 hours
lator should be removed for overhaul. of operation. At this check the following points
should be inspected.
1-41. Test Eight
Run the generator at idle speed and momentarily
connect a jumper from the F -terminal to the regu-
lator base.
a. Voltage builds up-open field circuit or regula-
tor out of adjustment. See test 9.
b. Voltage does not build up-grounded series cir-
cuit. Remove regulator for overhaul.

1-42. Test Nine

Opera te at a medium speed with the jumper re-
moved. Remove the regulator cover and hold the 10540
voltage regulator contacts closed.
a. Voltage builds up-voltage regulator contacts
burned or dirty or incorrect regulator setting. l-Battery
2-Starter Motor
Clean the contacts and adjust the regulator as in 3-Starter Switch
Par. 1-27.
b. Voltage do es not build up-clean contacts and 1-46. Wiring
repeat test. If the voltage still does not build up, lnspect the starting circuit to make sure that all
see test 10. connections are clean and tight. Check for worn
or damaged insulation on the wires. Perform a
1-43. Test Ten voltage-loss lest to make sure there is no loss of
starting motor efficiency resulting from high re-
Remove the regulator cover and hold the current sistance connections. Voltage loss from the battery
regulator contacts closed. terminal to the starting motor terminal should
a. Voltage builds up-current regulator contacts not exceed .30 volts for each 100 amperes. Voltage
burned or dirty or incorrect regulator setting. loss between the battery ground post and the
Clean the contacts and adjust the regulator as in starting motor frame should not exceed .10 volts
Par. 1-27. for each 100 amperes. If the voltage los s is greater
b. Voltage does not build up-clean the contacts than these limits, measure the voltage loss over
and repeat the test. If the voltage still does not each part of the circuit until the resistance causing
build up remove the regulator for an overhaul. the voltage loss is located and corrected.

1-44. STARTING MOTOR 1-47. Commutator

The starting motor is similar in construction to Sluggish starting motor operation may be caused
the generator, but the design of the parts is by a dirty commutator or worn brushes. If the
different due to it being necessary for the starting commutator is dirty or discolored, it can be cleaned
motor to handle a large amount of current for on 6-volt starting motors with 00 sandpaper. Blow
short intervals. Both motor and generator require the sand out of the motor after cleaning. The
a frame, field coils, armature and brushes. commutator on 12-volt starting motors cannot be
Fig. 157 illustrates a typical starting motor, the in- cleaned while the starting motor is mounted on the
ternal construction of which is representative of all engine and it will be necessary to remove it and
the motors used on the models discussed here. proceed as for an overhaul. Should the commutator
There are some differences in starting switch con- in any starting motor be rough or worn, it should
trol and tlywheel drive mechanism which are be removed for cleaning and reconditioning.


~ ~.
\~~ ~ ~.


'/ ~ ~
, 1 @

[ 11035:


l-End Plate IO-Frame 19-1ntermediate Bearing

2-Plug ll-lnsulating Washer 20-Bendix Drive
3-Thrust Washer 12-Washer 21-Screw
4-Brush Plate Assembly 13-Nut 22-Lock WAsher
5-Screw 14-Lock Washer 23-Thrust Washer
6-Lock Washer 15- lnsuiating Bushing 24-Key
7-lnsulating Washer l6-Pole Shoe Screw 25-Armature
8-Terminal 17-Sleeve Bearing 26-Thru Bolt
9-Field Coil and Pole Shoe Set l8-Drive End Frame 27 - lnsulator

1-48. Deleted. brushes should be checked for good ground and

1-49. Overhaul Procedure lack of open circuits.
At periodic intervals the starting motor circuit 1-51. Brushes
should be thoroughly checked and the motor re-
moved from the engine for cleaning and checking. The brushes should slide freely in their holders
and make full contact on the commutator. Worn
1-50. Disassembly brushes should be replaced.
To remove the starting motor from the engine, Check brush spring tension with a spring scale.
disconnect the leads and cover the battery lead Hook the scale under the brush spring near the
with a short piece of hose to prevent short circuit- brush and pull on a line parallel with the side of
i-ng..Remove the flange boIts holding the starting the brush. Take the reading just as the spring
motor to the flywheel housing. Remove the starting lea ves the brush. It is important that the brush
motor from the vehicle. spring tension be kept within the limits specified
Each part of the starting motor should be removed, at the end of this section. If the tension is too low,
cleaned, and inspected for evidence of wear or there will be a loss of efficiency from poor brush
damage. The Bendix Drive should be cleaned and contacto Too great a tension will cause excessive
inspected for evidence of wear or a distorted spring. brush and commutator wear. To change the
B~arings should be checked for proper clearance tension, twist the spring at the holder with long-
and fit. All insulation should be free of oil and in nosed pliers.
good condition. The armature, field coils, and Worn brushes should be replaced.

Brushes that are soldered to the field coil should free running voltage and current are within specifi-
be unsoldered and the loop in the field coil lead cations. To test, connect the motor to a battery,
should be opened. Insert the new brush pigtail to ammeter and voltmeter. If the current is too high
its full depth in the loop. The new brush lead check the bearing alignment and end play to make
should be tightly clinched in the terminal and then sure there is no binding or interferenee. Using a
soldered to make a strong, low-resistance connec- spring scale and torque arm check the stall torque
tion. to see that the motor is producing its rated crank-
ing power. The stall torque will be the produet of
the spring scale reading and the length of the arm
1-52. Commutator in feet. If the torque is not up to specifications
Check the commutator for wear and discoloration. check the seating of the brushes on the commutator
If the commutator is rough or worn the armature and the internal connection of the motor for high
should be removed and the commutator turned resistance. The Bendix Drive should be checked for
down in a lathe. correct operation. The Bendix pinion should be
checked to see that it shifts when the motor is
operated under no loado
1-53. Armature
Visually inspect the armature for mechanical 1-58. Bendix Starter Drive
defects before checking for shorted or grounded . Model CJ-2A
coils. Use a set of test probes for testing armature The Bendix type flywheel drive Fig. 158, used on
circuits. To test the arma tu res for grounds, touch Model CJ-2A is designed so that as the starting
one point of the test probes to a commutator motor is energized, centrífugal force sends the coun-
segment and touch the other point to the core or terweighted gear into engagement with the teeth on
shaft. Do not touch the points to the bearing the flywheel. When the engine starts and the speed
surface or to the brush surface as the arc formed
of the engine exceeds the comparable speed of the
will burn the smooth finish. If the lamp lights, the starting motor, the drive píníon is foreed out of
coil connected to the commutator segment is engagement with the flywheel.
To test for shorted armature coils, a growler as
shown in Fig. 153 is necessary. The armature is
placed against the core and a steel strip is held
on the armature. The growler is then energized and
the armature rotated slowly by hand. If a shorted
coil is present, the steel strip will become magne-
tized and will then vibrate.

1-54. F'ield Coils

Using test probes, check the field coils for both 10359
ground and open circuits. To test for ground,
place one pro be on the motor frame or poi e piece FIG. 158-STARTING MOTOR BENDIX DRIVE
and touch the other probe to the field coil terminals.
If a ground is present, the lamp willlight. The Bendix spring absorbs the shock of engage-
To test for open circuits, place the probes on the mento There are two types of Bendix drives and
field coil terminal and on an insulated brush. If
springs: right hand and left hand. The type used
the light does not light, the coil is open circuited. on these models is of the right hand type.
To determine a right or left hand Bendix drive,
1-55. Brush Holder Inspection turn the drive pinion so the threads on the shaft
Using test probes, touch the insulated brush holder will show. Hold the end of shaft toward you and
with one probe and a convenient ground on the note spiral of thread: right hand spiral, right hand
commutator end head with the other probe. If drive, left hand spiral, left hand drive.
the lamp lights, it indicates a grounded brush To determine a right or left hand spring, note the
holder. spiral of the coil: if to the right, it is a right hand
spring - if to the left, it is a left hand spring.
1-56. Assembly 01 Starting Motor If the Bendix drive spring shows signs of being
When assembling absorbent bronze bearings, al- distorted, a new spring should be installed.
ways use the proper arbor designed to give the Do not lubricate the Bendix drive sleeve. Wash it
proper bearing fit. Soak the bearing in oil before thoroughly with a suitable solvent and install it
assembling in the bearing bore. dry but be sure it is dean.
Brushes should be correctIy installed and connected
as outlined in Par. 1-50 in order to be sure of proper 1-59. Overrunning Clutch Drive
starting motor efficiency. . Early Model CJ-3A
Soak the bearings in oil and give the bearing seats Starting motors used on early Models CJ -3A are
a light coating of oil. equipped with the overrunning clutch type drive,
Fig. 159. In this drive the clutch and pinion slides
1-57. Bench Test on companion splines and the pinion is manually
The motor should first be checked to see that the engaged, with the flywheel teeth, by the starting

Do not disassemble the drive for any reason.

Do not dip or wash the drive in any cleaning
Do not remove the drive fram the arma tu re shaft.
Remove excess oil, grease or foreign matter from
the armature shaft by wiping it with a clean cloth.

l-Contact Plate Nut
2-Switch Button
3-Shift Yoke Dampen the cloth with kerosene if necessary. A
4-Bendix Drive Spring light film of SAE 10 oil may then be applied to the
switch control arm before the electrical connection Now rotate the pinion and barrel assembly to the
is made at the starting switch. Should the switch fully extended position, thereby exposing the screw-
control arm fail to completely mesh the pinion, en- shaft triple threads. Use a cloth dampened with
gagement is completed by the bendix drive spring kerosene to wipe them clean. Do not use gaso-
(Fig. 159) as soon as the armature starts to rotate. line or any commercial cleaner. If the dirt is
When the engine starts, the flywheel drives the thick and gummy, apply the kerosene with a small
pinion faster than the starting motor armature brush. Tilt the starting motor so that a small
bringing the over-running clutch into action to amount will run under the control nut. Relubricate
disengage the pinion and prevent the engine from with a thin film of SAE 10 oil. Use SAE 5 at ex-
driving the armature at excessive speeds. tremely low temperatures.
Should the overrunning clutch faíl in service it will Reassemble the starting motor to the engine with
be necessary to install a new assembly. the drive in the extended position. Carefully mesh
Note that Model CJ-2A is equipped with Bendix the pinion with the flywheel ring gear before
type drive, early CJ-3A with overrunning clutch tightening the starter motor mounting bolts. It may
type, late CJ-3A, CJ-3B, DJ-3A, CJ-5 and CJ-6 require a slight rotation of the pinion to index it
with the Bendix "Folo- Thru" type. Each type into the ring gear. When the engine starts the drive
drive requires a flywheel ring gear with a different pinion will automatically demesh from the ring
number of teeth. When replacing a flywheel or ring gear and return to its normal position.
gear be sure to count the teeth to assure ihstallation
of the correct parts. . 1-62. Starting Switch
Should a starting motor fail to deliver maximum
1-60. Bendix Folo-Thru Drive power the fault may be due to voltage drop at the
. Late CJ-3A, CJ-3B, CJ-5, CJ-6, DJ-3A starting switch contacts due to corrosion or burn-
Models CJ-3A after vehicle serial No. 30973, ing. Check the switch by comparing the voltage
CJ-3B, DJ-3A, CJ-5 and CJ-6 are equipped with at the battery terminals and that at the starting
the Bendix Folo- Thru type drive which is designed switch terminals. The voltage drop should not
to overcome premature demeshing of the drive exceed .05 volts per 100 amperes.
pinion from the flywheel ring gear until a prede- Should it be impossible to file the switch contact
termined engine speed is reached. See Fig. 160. plates to obtain a clean full surface contact the
No repairsor adjustments are possible on this drive switch should be replaced.
and a complete new unit must be installed if trouble Models CJ-2A, late CJ-3A, early CJ-3B, early
develops. CJ-5 and early CJ-6 are equipped with a con-
1-61. Lubrication of Folo-Thru Drive ventional foot type starting switch. The terminals
are exposed and this type switch may be checked
A periodic cleaning and relubrication of the drive by shorting across the terminals. When this is done
is advisable, the frequency of which will depend on use care to make a good solid connection to pre-
the type of service to which the vehicle is sub- vent arcing.
jected and the locale of operation. The switch used on early Model CJ-3A is shown in
Remove the starting motor from the engine and Fig. 159.
take off the outboard housing. The pinion and The shift yoke meshes the starting motor pinion
barrel assembly will be in the demeshed position with the flywheel gear after which the elec-
on the screwshaft. Do not move it forward until trical connection is made through switch button.
after that portion of the armature shaft ahead The switch button is adjustable to vary distance
of the pinion has been cleaned. If accidentally ra- the shift yoke travels before making contact with
tated to the outer end of the screwshaft it will the button. It is possible to screw the button out
lock in that po sitio n and cannot be forced back. far enough to prevent switch engagement through
movement of the shift yoke, however, the range of Do not attempt to repair either unit; replacement
adjustment is not sufficiently great to cause incor- is the only precedure.
rect engagement of the pinion with the flywheel
gear. 1-65. Indicators and Gauges
The lower switch contact plate is attached to the . Late CJ-3B, cJ-s, CJ-6, DJ-3A
starting motor housing with Nut. This nut must Two gauges (fuel and temperature) and two in-
be kept tight to prevent excessive drop of voltage dicators (oi1 pressure and battery charge) that are
at the switch. located in the instrument cluster are electrically
Later Model CJ-3B, CJ-s and CJ-6, and all Model operated.
DJ-3A starting switches are of the solenoid type, The fuel gauge is connected by a single wire to a
mounted directly on the starting motors. This type float-and-slide-rheostat sending unit in the fuel
switch is energized by turning the ignition key to tank.
the extreme right position. Should a solenoid switch The temperature gauge is connected by a single
fail in service it is necessary to install a new as- wire to a resistance-type sending unit mounted
sembly. on the engine.
The battery charge indicator operates when there
1-63. Ignition Switch is a difference in potential between the generator
The ignition switch serves both to energize the
and the battery.The battery charge indicator lights
ignition system and engage the starter switch. With when the generator is not charging the battery. The
the key in the vertical position, the electrical sys- indicator light goes out when the generator begins
tem is OFF Turning the key to the left energizes
to charge the battery.
only the instruments and auxiliary equipment such
The oil pressure indicator is connected by a single
as radio and heater. Turning the key to the right wire to a diaphragm switch located on the engine.
energizes the ignition system and auxiliary equip- When engine oil pressure is low or zero and the
mento Turning the key "hard right" engages the
ignition switch is on, the oil pressure indicator will
starter switch. To remove the lock cylinder fram the
light. When engine speed is increased slightly above
switch, first turn the key to the left (ignition-
idle speed, raising the oil pressure to appraximately
auxiliary) position. Then insert a short piece of 6 psi. [0,2 kg-cm2J, the diaphragm switch will
wire or a paper clip into the lock release hole in open the circuit and the indicator light will go out.
the switch body. Pressing in on the wire will com-
press the lock cylinder retainer, allowing the cylin- A voltage regulator maintains a constant voltage to
der to be removed. Either part, the lock cylinder the gauges in normal operation. On early vehicles,
or the switch unit, may be replaced as needed. this voltage regulator was mounted on the rear of
Two switches that are interchangeable ha ve been the instrument cluster. On current vehicles, the
used in praduction. Early switches were held in voltage regulator is integral with the fuel gauge.
place by a bezel and tension spring. Later switches Should trauble develop in the gauges, first check the
are held in place by a threaded bezel nuto Lock regulator (fuel gauge on current praduction
cylinders are not interchangeable between these vehicle). If the voltage to the regulator is below
two switches. Early lock cylinders were 1~2" [31 10 volts in a 12-volt system or S volts in a 6-volt
mm.] long. Later lock cylinders are Jl~2" [39 mm.] system low gauge readings will resulto Voltage in
long. Be sure to get the correct replacement when excess of 16 volts in a 12-volt system or 8 volts in
changing lock cylinderso a 6-volt system will not affect gauge readings but
may result in premature wear of the regulator
1-64. Fuel Gauge contacts. If the voltage to the regulator is within
. CJ-2A, CJ-3A, early CJ-3B. the above limits, check the electrical connections
The fuel gauge circuit is composed of the indicating to the regulator (or fuel gauge), especially the
unit, mounted on the instrument panel, and the ground connection. If the readings of all the gauges
fuel tank unit, connected by a single wire thraugh is too high, or they all read too low, replace the
the ignition switch. regulator (or fuel gauge).
Should the gauge fail to register, check all wire con- If the temperature gauge or heat indicator in the
nections to be sure they are tight and clean; also instrument cluster have failed, the cause may
be sure both units are well grounded. If, after this originate from the jumper bar shorting out against
check, the gauge does not indicate properly, remo ve the instrument case. Check the jumper bar between
the wire from the tank unit and connect it to a the temperature gauge and heat indicator at the
new tank unit which must be grounded to the tank rear of the instrument case. On later praduction
or frame for test. Turn the ignition switch "ON" vehicles, the jumper bar is covered with an in-
and move the float arm through its range of travel, sulating sleeve to protect it from shorting out
watching the dash unit to determine if it indica tes against the instrument case. If the jumper bar
correctly. If it fails to do so the trouble is prabably does not have this sleeve, either install one or
in the dash unit and it should be replaced. wrap the bar with plastic electrical tape to half
Should a new tank unit be unavailable for this test, an inch [1 cm.] from each end. When installing
disconnect tank unit wire at the instrument panel the jumper bar, be sure the curved segment is
gauge. Connect one lead of a 6 V, 1 CP test light closest to the fuel gauge.
to the instrument panel unit terminal and with the Should only one of the two gauges register incor-
ignition switch "ON" ground the other lead. If the rectly, check the lead wire from the ga'!ge to the
unit is operating correctly the pointer will move sending unit for shorts or open connectlOns. Next
approximately three-quarter acrass the dia!. disconnect the gauge fram the sending unit, and


connect the gauge to a new fuel tank sending unit Refer to wiring diagram and to the switch illustra-
which has been grounded to the vehicle. If the gauge tion when making installation.
registers incorrectly when operating the new unit,
1-68. Main Light Switch
replace the gauge; if correctly, replace the sending
unit. . Late CJ-2A, CJ-3A, CJ-3B, cJ-s, CJ-6, DJ-3A
Should a new fuel tank unit not be available for This switch is a dual functioning unit having two
testing, use a 6- or 12-volt test light in its place. push-pull positions and a rotary action. When
When the gauge is operating correctly, the pointer pulled out to the first position, the front parking
will move approximately three-quarters across the and taillights are turned on. When pulled all the
dia!. way out to the second position, the headlights and
Gn some vehicles, the temperature gauge may tail lights are turned on. Rotating the switch to
register on or close to the H (hot) mark when the right dims the instrument cluster lighting.
coolant temperature is 190°F. to 200°F. [88°C. a The switch may be removed from the instrument
93°C.]. In such cases, a 2s-ohm, 1-watt resistor panel by first loosening the set screw in the control
may be installed on the temperature gauge which knob arid removing the knob. The retaining nut
will place the pointer just beyond the center mark may then be removed and the switch removed
at a coolant temperature of 190°F. to 200°F. Install through the rear of the instrument panel.
the resistor between the two terminals on the back The light switch shown in Fig. 162 was superseded
of the gauge. Insulate the exposed leads of the by the one shown in Fig. 163 for models CJ-3B,
resistor with electrical tape. DJ-3A, cJ-s, CJ-6.
If the oil pressure indicator does not indicate cor-
rectly, first check the light bulbo Next check all
connections and lead wires. If, after all possible
defects are corrected, the indicator light does not
go on and off properly, then the diaphragm type
switch in the cylinder block should be replaced.
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 different
colors or are marked by tracers to aid when check-
ing individual circuits.
The lighting circuits of all models are protected by
an overload circuit breaker mounted on the back L',;~~
of the main light switch and no replaceable fuse is FIG. 162-MAIN LIGHT SWITCH
required. Late CJ-2A, AII CJ-3A.
The upper and lower headlight beams are con- Early CJ-3B. DJ-3A. CJ-S, CJ-6
trolled by a foot switch located on the toe board
to the left of the clutch pedal.
1-61. Main Light Switch - Early CJ-2A
The first type Model CJ-2A switch, used in produc-
tion through serial No. 10252 is shown in Fig. 161.
To remove the switch from the instrument panel
it is first necessary to remove the switch control
button and shaft. The shaft is retained in the I 10015J
switch housing by a snap ring. To remove the shaft FIG. 163-MAIN LIGHT SWITCH
compress the snap spring by pressing against it Late CJ-3B, DJ-3A. CJ-S. CJ-6
with a sharp tool through hole in housing.
1-69. Stop Light Switch
The stop light switch is of the diaphragm type and
is located in the front end of the master brake
cylinder. Should the switch become inoperative, it
is necessary to install a new one. Fig. 164 shows
the wiring of the stop light circuito

I lG352
l-To Ammeter
2-To Parking Lights
3-To Headlamps through Dimmer Switch
4-Control Handle Retaining Snap Ring FIG. 164-STOP LIGHT CIRCUIT 10610
S-To Rear Lights
6-To Dash and Stoplight Switches also Heater I-Stop Light Switch
or other Accessories 2-Light Switch
3-Tail Light
1-70. PRIMARV CIRCUIT nal of the coi! primary. If the voltmeter reads more
Before testing the primary circuit, make certain than .05 volt, clean and tighten the connections
that the battery is satisfactory or install a fully and check again. If the voltmeter again reads more
charged battery for the primary circuit tests. AIso, then .05 volt, replace the wire.
check the starter motor for excessive voltage drop g. Connect the voltmeter from the distributor
and check the starter motor itself for excessive primary terminal on the coil to the coil terminal on
draw. the distributor. Voltage drop should not exceed .05
a. Measure the voltage at the coi! primary termi- volt. Clean and tighten connections if necessary.
nals while cranking the engine with the starter h. Connect the voltmeter from the coil terminal
motor. If the voltage is less than 472 volts with 6- on the distributor to a c1ean, paint-free spot on the
volt system or 9 volts with 12-volt system the distributor body. The reading should not exceed .05
trouble will be found in the primary circuito If volt. If more, it indicates excessive resistance
there is no voltage at all, check for a break in the through the points or in the distributor internal
primary circuit, possibly in the coi! primary wind- connections. Clean and align the points and make
ing. sure the breaker arm connection to the primary
b. To check the primary circuit, turn the ignition terminal as well as the stationary contact point
on, turn the engine until the points are closed, and mounting in the body is c1ean and tight.
then measure the voltage drop across each portion i. Open the points and check the voltmeter. It
of the circuit with a voltmeter. should read close to peak voltage. Low voltage in-
dieates that a circuit through the distributor (a
short) exists while the points are open.
j. Disconnect the condenser lead and open the
points. A jump to full voltage indicates a short in
the condenser. Replace the condenser. If there is
no jump to full voltage, overhaul or replace the
k. With the points c1osed, connect the voltmeter
from a clean, paint-free spot on the distributor
body to the negative post of the battery. The volt-
age drop should be practically zero, a hardly
readable deflection on the voltmeter. If the volt-
meter registers a voltage drop, perform the checks
in steps 1 and m following.
l. Check for voltage drop in the battery ground
10612 cable. Clean the battery post, cable terminals, and
FIG.165 -VOLTAGE DROP TEST contact surface on the bellhousing, or on body if
a noticeable deflection of the voltmeter occurs.
A-RIGHT W A y -Voltmeter indicating drop across wire
and connections. m. Check for any voltage drop between the dis-
B-WRONG WAY-Voltmeter indicating drop acrooo wire tributor body and a c1ean, paint-free spot on the
only. Doeo not ohow bad connectiono. cylinder block. If there is any voltage drop, remove
the distributor and c1ean the mounting surfaces of
distributor body and cylinder block.
Note: Most voltage drops will be found at the con-
nections of wires to terminals as dirt, oxidation,
etc. can cause excessive resistance at these points. 1-71. SECONDARV CIRCUIT
Measure voltage drops in wires as shown in Fig.
165 to take this into account. If satisfactory ignition is not obtainable with cor-
rect point gap and tension; satisfactory condenser;
c. Connect the voltmeter from the battery cable sufficient primary voltage; and correctly c1eaned,
terminal on the starter solenoid to the battery gapped, and installed spark plugs; the secondary
terminal of the coil primary. If the voltmeter reads circuit should be investigated.
more than 0.2 volt, perform the checks given in a. Test the coi!. 'Bring the coil up to operating
steps d, e, and f following. temperature using the coil heat feature of a coil
d. Connect the voltmeter from the solenoid termi- tester, if available. Refer to the coil tester manu-
nal to the battery terminal of the ignition switch. facturer's instructions for specific hook-ups for
If the voltmeter reads more then .05 volt, check performing the checks given in steps b, c, and d
and c1ean the connections at solenoid, light switch, following.
and ignition switch.
e. If the voltmeter reading in step d is less than b. Connect the positive lead of the tester to the
.05 volt, connect the voltmeter from the battery battery terminal of the coil primary winding. Con-
terminal to the ignition terminal on the ignition nect the tester ground lead to the coil tower. Mea-
switch. If the voltage drop is more than 0.1 volt, sure the resistance of the secondary winding. If the
repair or replace the ignition switch. resistance is more than 20,000 ohms, a fault in the
f. If the voltage drop in step e is not more than secondary winding is indicated.
0.1 volt, connect the voltmeter from the ignition c. Check for a grounded secondary by touching
terminal of the ignition switch to the battery termi- the tester ground lead to the coi! cover. If resistance


is not over 100,000 ohms, the secondary is grounded time and test each plug contact with the high-
to the cover. voltage lead and with all other plug wires con-
d. If the secondary winding is satisfactory, mea- nected. Any sparking or meter drop indicates that
sure the primary current draw in accordance with a leakage path exists between that particular con-
the instructions of the test equipment manu- tact and an adjacent one. Testing the adjacent
facturer. contacts will determine which pair is at fault.
e. Check the secondary circuit for leakage. With g. Check distributor rotor. Touch the test lead to
the coil primary in the circuit with the breaker unit the spring contact in the center of the distributor
of the tester, connect a long, high-tension test lead rotor. Any leakage in the rotor insulation between
to the coil tower. Check the secondary circuit br the contact and the shaft will cause a drop in the
leakage by performing the checks given in steps meter reading and usually sparking will be seen.
f, g, h, and i following. h. Check spark plug wires. Disconnect the spark
Note: In the following tests, a slight sparking and plug wires from the plugs and test the plug terminal
meter deflection will usually be seen just as contact of each. The meter reading should not drop below
is made. This is caused by capacitance and does not the open secondary value (value before making
indicate defective insulation. contact). If it does or if a large spark occurs when
f. Check distributor cap. Remove the coillead from the test lead and the plug wire are separated, there
the cap and touch the test lead to the center contact is a break in the insulation on that wire.
inside the cap. If the meter reading drops when the i. Check the coil tower insulation. Remove the
contact is touched or if sparking is seen, a leakage high-tension test lead from the coil tower and touch
path is present between the center contact and one the ground lead of the coil tester to several points
of the plug towers. This leakage path will be in the around the base of the tower. Any sparking or
form of a crack or carbon track in the cap. Discon- deflection of the meter indicates a leakage path in
nect the spark plug wires from the cap one at a the tower insulation.


5-Housing and Cable

L. 10~90

.5 '


3 i l-Ring

l 0\3 i 3-Gasket



7-Housing and Socket

[{ 1~~4(:;
1-72. Head Lamps
Each sealed beam head lamp can only be replaced
as a complete unit. Either sOOO-series (earIy
production) or the newer 6000-series sealed beam
units may be used. However, both head lamps on
a vehicle should be of the same series as the method
of aiming each series is different. If the two lamps
cannot be matched as to series, aim each lamp
according to the instructions for aiming that series
given below.
Note: 6000-series lamps have a figure "2" molded FIG. 168-TAIL AND STOP LIGHT-D]-3A
into the glass at the top of the lens, whereas 5000- l-Housing (left side)
2-Retainer Screw
series lamps do not have any figure. Series refers 3-Lens Retainer
to the lamp trade numbers; for example, trade S-Bezel
number s400S is a sOOO-series lampo 6-Screw
7-License Lens


1 l-Doar
\ \
2-Retaining Screw
3-Retaining Ring
4-Sealed Beam Unit

S-Mounting Ring
6-Adjusting Screw


9-Daor Screw

I 10669
1-73. Head Lamp Aiming Position a marker tape horizontally on the screen
All sOOO-serieslamps must be aimed on the high to cross the vertical tapes (at the measured height
beam. All 6000-series lamps must be aimed on the for 6000-series lamps; 2 If [50,8 mm.] lower than
low beam. Lamps may be aimed either with this height for sOOO-series lamps) of each lamp
mechanical aimers or by using a screen. If me- center respectively.
chanical aimers are used, follow instructions sup- g. Remove the head lamp doors.
plied with the aiming equipment. If a screen is to h. Clean the head lamps.
be used, preparation for aiming is as follows:
a. Locate the vehicle in a darkened area with a
level floor are a and with a screen (may be a wall) 1-74. Aiming 5000-series Head Lamps
having a nonreflecting white surface. A reference a. Turn the headlights on high beam. Cover the
line should be marked on the floor 25 feet [7,62 m.] lamp not being aimed. Be sure to use the horizontal
away from and parallel to the screen. Position the reference line on the screen that is 2 If lower than
vehicle perpendicular to the screen and with the the vehicle lamp height.
front head lamps directly over the reference line. b. Turn the vertical aiming screw, located at the
b. Locate the middle tape on the screen so that top of the lamp housing, counterclockwise until
it is aligned with the center line of the vehicle. the lamp beam is considerably lower than the
horizontal reference line on the screen. Then, turn
c. Equalize all tire pressures. the same screw clockwise until the center of high
d. Rock the vehicle from side to side to equalize intensity coincides with the reference line. See Fig.
springs and shock absorbers. 170.
e. Measure the distance between vehicle head lamp
centers. Then, position marker tapes vertically on
the screen to the right and left of the middle tape Note: Always bring the beam into final position
at half this distance. by turning both aiming screws clockwise so that
the unit is held under proper tension when the
f. Measure the distance from the center of each operation is complete.
lamp to the surface on which the vehicle rests.

c. Turn the horizontal aiming screw, located on intensity area is 2" [50,8 mm.] to the right of the
the side of the lamp housing, counterc1ockwise lamp center line. See Fig. 171.
until the beam is off. Then, turn the same screw d. Cover the lamp that has be en aimed and aim
c10ckwise until the center of high intensity is the other lamp using the same procedure.
equally divided by the vertical reference line. See e. Carefully reinstall the head lamp doors.
Fig. 170.
d. Cover the lamp that has been aimed and aim 1-76. Horn
the other lamp using the same procedure.
All models are equipped with an electric warning
e. Carefully reinstall the head lamp doors. horn which is mounted under the hood on the left
front fender. The horn is sounded by pressing the
BETWEENCENT'" O, LAMes button located at the top center of the steering
To remove the horn wire, disconnect the wire at
the snap connection at the base of the steering
column. Pull off the rubber horn button cap and
the brass contact cap from the steering wheel nut.
This will expose the contact tip of the horn wire.
Pull the wire out of the steering column from the
.'. Up to Serial No. 178361 the Model CJ-2A horn
~" wire passes through the steering tube and connects
''°' """ to an insulated sleeve with a brush contact mounted
on the steering outer tube.

1-75. Aiming 6000-series Head Lamps

a. Turn the headlights on low beam. Cover the
lamp not being aimed. Be sure to use the horizontal
reference line on the screen that is the same dimen-
sion as the vehic1e lamp height.
b. Turn the vertical aiming screw counterc1ock-
wise until the lamp beam is considerably lower
than the horizontal reference line on the screen.
Then, turn the screw c10ckwise until the top edge
of the high intensity are a is even with the horizontal
lin~. See Fig. 171.





0---l 11087

4' / 25'-0"

3-Horn Button Spring Cup

FOR 6000-SERIES LAMPS 6-Contact Disc
9-Bearing Spring Seat
Note: Always bring the beam into final position 10-Steering Column
by turning both aiming screws c10ckwise so that 12-Bearing
13-Bearing Spring
the unit is held under proper tension when the 14-Horn Button Spring
operation is complete. 15-Retainer Spring

Should it be necessary to replace the horn wire, it

c. Turn the horizontal aiming screw counterc1ock- will be necessary to remove the steering column.
wise until the beam is off. Then, turn the same The wire may be removed by unsoldering it fram
screw c10ckwise until the left edge of the high the contact sleeve on the steering tube. When re-
placing the wire be sure to use a non-corrosive 1-78. Major Electrical Component
soldering flux when soldering the wire to the con- Replacement
tact sle¡-ve. . Auto-Lite and Delco-Remy Components
Early production vehic1es do not have a horn
With the exception of the generator and voltage
button cap retainer. The retainer may be installed regulator, Auto-Lite and Delco-Remy electrical
in the field. To install, coat the outside of the horn components may be intermixed on a particular
button cap and the inside of the retainer with vehic1e as an approved production practice. No
liquid soap, and push the retainer into place over attempt should be made to convert to a complete
the cap. The flanged end of the retainer should Auto-Lite or Delco-Remy system. Auto-Lite com-
be placed down. For current production horn ponents should be replaced by Auto-Lite com-
button, see Fig. 172 o ponents and Delco-Remy components should be
replaced by Delco-Remy components insofar as
1-77. Directional Signals availability of replacement components will allow.
Figo 173 shows the wiring of a composite directional In those cases, however, where a component is
signal circuito The most frequent causes of failure being replaced with one produced by the other
in the directional signal system are lo ose connec- manufacturer, the following points should be noted.
tions and burned-out bulbso A flashing rate a. Generator-If an Auto-Lite generator is being
approximately twice the normal rate usually in- installed in place of a Delco-Remy generator, in
dicates a burned-out bulb in the circuito addition to replacing the voltage regulator (see
When trouble in the signal switch is suspected it caution be1ow) a different support bracket will have
is advisable to make the following test to definitely to be installed. It is not practical to change from an
locate the trouble before going to the effort of Auto-Lite to a Delco-Remy generator as a different
removing the signal switch. If, for example, the engine front plate is required.
right rear stop light and right front parking light CAUTION: Do not intermix an Auto-Lite and a
are inoperative and switch failure is indicated,
first put the controllever in neutral position. Then
Delco-Remy generator and voltage regulator.
Generator and voltage regulator must be either
both Auto-Lite components or both Delco-Remy


1 ,)
b. Voltage Regulator-When

in addition
an Auto-Lite voltage
regulator is installed as a replacement for a Delco-
Remy regulator, to replacing
(se e caution be1ow) the adapter plate

used with the Delco-Remy installation is discarded.

~' 0-
As the terminal s (BAT, FLD, etc.) are in a different
location on Auto-Lite
the Delco-Remy
regulator as opposed to
regulator, identify the wires as
they are removed so they may be reinstalled on the
proper terminals of the new regulator. See Fig. 154
and 155.
10609 CAUTION; Do not intermix an Auto-Lite and a
FIG. 173-DIRECTIONAL SIGNAL CIRCUIT Delco-Remy generator and voltage regulator.
Generator and voltage regulator must be either
l-Flasher 4-Light Switch
2-lgnition Switch S-Stop Light Switch
both Auto-Lite components or both Delco-Remy
3-Control components.

c. Distributor-No special instructions are re-

disconnect the wire to the right side circuit and quired for interchanging Auto-Lite and Delco-
touch it to or bridge it to the "L" terminal, thus Remy distributors on these models.
by-passing the signal switch. If the right side cir- d. Starting Motor-No special instructions are
cuit lights, the signal switch is inoperative and required for interchanging Auto-Lite and Delco-
must be replaced. Remy starting motorso




Battery Discharged:
Shorted Cell in Battery. . . . . o . . . . o. . o . . . o o. . . . Replace Battery
Short in Wiring. . . o . . . . o . . o. . o o. . . . o oo oo . . . o o Check Wiring Circuit
Generator Not Chargingo . o o . . . . . . . . o o o . . . o o. o Inspect Generator and Fan Be1t
Loose or Dirty Terrninals o . . o . o o o . o . . o . . . . . o. . Clean and Tighten
Excessive Use of Starter o . . o . . . . . . . o o . . o. . o. . o Tune Engine
Excessive Use of Lights. . o. . . . o o o. o. o. o. o. . . o. Check Battery
Insufficient Driving. o . . . o. . . . o o. . . . o. . . . . o. o. Recharge Battery
Low Regulator Settingo o . o o. . . o o. . o. . . o. o. . . oo Correct Setting
Stuck Cut-out in Regulator. . o. . . . o. . . . . o. . . oo Correct
Low Electrolyte Level in Cellso . . . . . o . . . . . . o o. . Add Distilled Water

Low Charging Rate-
Dirty Cornrnutator o. . . . . . o. . . . . . . . . . . o. o. oo Clean Cornrnutator
Poor Brush Contacto o. . . .. . . . . . . o. . . o . . . . o o Repair or Install New Brushes
Regulator Irnproperly Adjusted. . . o. . . . ooo. . . Adjust
High Resistance in Charging Circuito . ooo. o. oo Clean and Tighten Terrninals
Ground Strap Engine to Frarne Broken. . . . ooo Replace
Loose or Dirty Terrninals o . . . o . . o o . . . . o . o o . o Clean and Tighten
Slipping Generator Belto . . . o o . . o. . o . . . o o o o o o Adjust Belt
Worn Out Brushes o o . o . o . o o o o . o . . . o o . o o . o o o Install New Brushes
Weak Brush Spring Tension o o o o o . . o o o o . . o o o o Replace
Out of Round Cornrnutator. oo. o . . . o o o o o o . . . . Repair
Fails To Charge-
Open Charging Circuito. . . . . . . . . o oo o . oo. . . . o Correct
Sticking Brushes. . o . . o . o o . . . o. . o . o o o o . . . . . . Repair or Replace
Dirty or Burned Cornrnutator.. o.. o o.. o o.. o. Clean Cornrnutator
Grounded Cornrnutator. . . o o o o. . o o . o . o o o . . o o Replace
Open Circuit in Field. . . . . . o. . o o o o . oo o . . o o o o Replace
Weak Soldering on Arrnature. . o . . . . o . . . . . o. . Repair
Grounded Wiring . o. . . o. . . oooo. ooooooo. . o. . Repair
Defective Regulator. . . . . . . . . . . . ooo. . . oo. ooo Replace Regulator
Too High Charging Rate-
Regulator Irnproperly Adjustedo . . o. . . . . . . . . . Adjust or Replace
Short in Arrnature o . . . o . o o . . . o o. . . . o o. . . . o . Replace
Grounded Field-to-regulator Wire. o. o . oo . . . . . Correct
Shorted Cell in Batteryo . . o o . . . o . o . o o o. . . o o Replace Battery

Starting Motor:
Slow Starter Speed-
Discharged Battery or Shorted Cello . o . . oo. oo Recharge or Repair
Ground Strap Engine to Frarne. . . . . . o. . oooo. Clean Terrninals and Tighten
Loose or Dirty Terrninals o . . o . o . . . o o o o . . o o o o Clean and Tighten
Dirty Cornrnutator. . . ooo. ooooooo. oo. . o. o. . . Clean with No. 00 Sandpaper
Worn Out Brushes. . . . . o . . . o o. o . . o . o o . . . o o . Install N ew Brushes
Weak Brush Spring Tensiono . . . . . . oo. o. . o. oo Replace
W orn Bearings o . . . . . o . . . o. o . . o o . o o o o . o . . . . o Replace
Burned Starter Switch Contacts o . . . . o . o . . . o o Replace Switch
Will N ot Turn Engine-
Open Circuit at Starter o . . . o . . . . o o o o o o o . . . o o Correct
Solenoid Open or Stuck o o o . . o o o . . o o o . o o . o . . . Replace Solenoid
Starter Switch Defective. . . . o o o o. o . o . . . . . . . . Replace Switch
Starter Drive Broken or Stucko o o o. o . . o o . . . o o Repair or Replace
Battery Discharged o o o . o o . . . . . . o . . . o o . o. . o o Recharge Battery


1-79. SERVICE DIaGNOSIS-Continued


Hard Starting-
Distributor Points Burned or Pitted. . . . . . . . . . Clean Points or Replace (Adjust)
Breaker Arm Stuck on Pivot Pin . . . . .. . . . Clean and Lubricate
Breaker Arm Spring Weak. . . . . . . . . . . . . . . . . . Replace
Points ImproperIy Adjusted. . . . . . . . . . . . . . . . . Adjust .020"
Spark Plug Points Improperly Set.. . . . . . . . . . . Adjust .030"
Spark Plug Wire Terminals in Distributor
Cap Corroded. . . . . . . . . . . . . . . . . . . . . . . . . . . Clean
Loose Terminals. .......................... Check Circuit
Loose or Dirty Terminals on Ground Strap-
Engine to Frame. . . . . . . . . . . . . . . . . . . . . . . . . Clean and Tighten
Condenser Faulty. . . . . . . . . . . . . . . . . . . . . . . . . . Replace
Improper Ignition Timing.. . . . . . . . . . . . . . . . . . Set Timing

Burn Dim-
Loose or Dirty Terminals. .................. Clean and Tighten
Leak in Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check Entire Circuit for Broken Insulation
Poor Switch Contact. . . . . . . . . . . . . . . . . . . . . . . Install New Switch
Poor Ground Connection. . . . . . . . . . . . . . . . . . . . Clean and Tighten
Aim Headlamp Beams. . . . . . . . . . . . . . . . . . . . . . Use Aiming Chart

Horn Fails to Sound:

Broken or Loose Electrical Connection. . . . . . . . . . Check Wiring and Connections at Horn Button and
Battery-Clean and Tighten
Battery Low or Dead... . . . . . " . . . . . . . . .. . . .. . Check Battery
Contact Points Burned or Broken Off. .. . . . . . . . . Replace Parts Necessary

Horn Sounds Unsatisfactory Tone:

Poor Electrical Connection. . . . . . . . . . . . . . . . . . . . Check Connections at Horn, Horn Button, Battery
Battery Low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check with Hydrometer
Loose Cover and Bracket Screws. . . . . . . . . . . . . . . Tighten Bracket Bolts at Horn
Voltage at Horn too High or too Low ....... Check with Voltmeter



6-volt 12-volt

Make . Auto-Lite Auto-Lite
Model. . . .. . lM-100 ll-HS
15 9
Plates per Cell ...
100 50
Ampere-hour Rating .
Terminal Ground. . '" . Negative Negative
Specific Gravity: 1.260 1.260
Fully Charged.
Recharge at.
1.225 1.225
Height. ... . 8%" [219 mm.] 9!-32" [234 mm.]
Length. . ........... ,. . 8~%2"[221 mm.] 101%1" [266 mm.]
Width... . 7" [178 mm.] 62%'2" [172 mm.]

BATTERY LOCATION. ............ Under hood-right side Under hood-right side

Make . Auto-Lite Auto-Lite
CJ-2A, CJ-3A. . .
GDZ 4817
CJ-3A late. .. ...............
GDZ 6001
fGGW 4801 GJC 7002
CJ-3B, CJ-5, CJ-6, DJ-3A. . . . GJP 7202
l GGW 7404 { GJP 7402A
Ground Polarity. .... .. Negative Negative
Controlled Output:
30 amp.. . . . . . . . GJC 7002
fGDZ4817 GJP 7202
35 amp.. .... . \ GDZ 6001 { GJP 7402A

fGGW 4801
45 amp........ \GGW 7404
Rotation-Drive End. . . . . Clockwise Clockwise
Ratio--Generator to
Crankshaft Revolutions. . 1.5:1 1.5:1
Cut-in Engine rpm.. . . . .
883 883
Control. . . . . . . . . . .. .............. CV Regulator CV Regulator
Armature End Play. .003" to .0IU" [u,076 a 0,25 mm.] .003" to .010" [0,076 a 0,25 mm.!
Brushes. . . . . . . . . . . 2 2

Brush Spring Tension: fGDZ 4817

35 to 53 oz. [990 a 1500 gr.]. .. 1GDZ 6001
\GGW 4801
GJC 7002
18 to 36 oz. [510 a 1020 gr.]. . . . GGW 7404A GJP 7202
{ GJP 7402A
Bearing-Drive End. . .. ... ............ Ball Ball
Bearing-Commutator End. . . Bronze Bronze
Make . De1co-Remy De1co-Remy
Model . 1102811 1102096
Type . Shunt (Ventilated) Shunt (Ventilated)
Rotation-Drive End. . . . . . Clockwise Clockwise
Armature End Play. . . . ... . .005" [0,13 mm.] .005" [0,13 mm.]
Brushes. . . . . . . . . . . . .. .... 2 2
Brush Spring Tension. . .... 28 oz. [974 gr.] 28 oz. [974 gr.]
Bearing-Drive End. . . . . . . . . . . . . . Ball Ball
Bearing-Commutator End. . . . . . . . . Bronze Bronze
Make , ....... Auto-Lite Auto-Lite
Model : (VRP-6003
For GDZ 4817, GDZ 6001. . .......... 1VRP-4007

For GGW 4801, GGW 7004A... .. .... VBO-4601C

For GJC 7002. . . . . . . . . . . . . . . . . . . . . . . VRX-6009

For GJP 7202, GJP 7402A. . . . . . . . . . . VBO-4201E-4A

Type . Vibrator Vibrator
Cutout Relay:
Closing Voltage @ Generator rpm.. . . . . 6.3 to 6.8 @ 1000 12.6 to 13.6 @ 1325
Reverse Current to Open. . . . . . . . . . . . . 4 to 6 ampo . 3 to 5 ampo
Regulated Voltage. .. .................. 7.1 to 7.3 14.3 to 14.7
Regulated Current. .................... 49 ampo max. 39 ampo max.



6 Volt 12 Volt
Make """""" Delco-Remy Delco-Remy
Model .. """""""""", 1972063 1972029
Type ....................... Vibrator Vibrator
Cutout Relay Closing Voltage . ... 5.9 to 6.7 11.8 to 13.5
Regulated Voltage. . " 6.9 to 7.4 13.8 to 14.8
Regulated Current. ................... 42 to 47 27 to 33
Make """"""""" ..... Auto-Lite Auto-Lite
CJ-2A. . . . . . . . . .. .. MZ-4113
CJ-3A . MZ-4137
CJ-3B early. . . . . . . . . . . . . . . . . . . . . . . . . MZ-4162
MCH-6207 MDM-6005
CJ-3B, CJ-5, CJ-6, DJ-3A (late). . .. .
{ MCH-6203 { MDU -7004
CJ-3B, CJ-5, CJ-6, DJ-3A (current) .. . MCH-6215 MDU-7004
Rotation-Drive End. . . . . . . . . . . . . . . . . . Clockwise Clockwise
Engine Cranking Speed. . . .. ......... . 185 rpm. @ room temperature 200 rpm. @ room temperature
Armature End Play. . . . . . . . . . . . . . . . . . . . .005' to .030' [0,127 a 0,762 mm.] .005" mino [0,127 min.]
Brushes . . . . .. . . . . . . . . . . . . . . 4 4
Brush Spring Tension. .. .... 42to 53 oz. [1,2 a 1,5 kg.] 31 to 47 oz. [0,9 a 1,3 kg.)
Bearings. ................... 3 Bronze 3 Bronze
Lock Test:
Temperature. . ..................... . 70CF. [21 cC.] 70CF. [21cC.]
Amps (max.):.... 335
MDM-6005. ... 170
MDU-7004 .. . . 280
Volts .... 2.0 4.0
Stall Torque: (min.). 6.0 lb-ft. [85 kg-m.]
MDM-6005 . 1.5 lb-ft. [21 kg-m.]
MDU-7004 . . . .. 6.2 lb-ft. [88 kg-m.]
No Load Test:
Temperature. .. 70CF. [21 cC.] 70cF. [21cC.)
Amps (max.).. 65 50
Volts . 5 10
RPM (min.):.... 4300
MDM-6005. . . .. .. .. .. .. 4400
MDU-7004 . 5300
Control Switch. . . . . .......... Solenoid Solenoid
Type . ......... Bendix Folo-Thru Bendix Folo- Thru
Pinion Meshes. . . . . Front Front
No. of Teeth-Pinion .. .. . 9 9
No. of Teeth-Flywheel. . . .. ..... 129 129
Flywheel Tooth Face Width. . .... .375' [9,5 mm.] .375' [9,5 mm.)
Make """"""""""" Delco-Remy Delco-Remy
Model. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1108077 1107746
Rotation-Drive End. . . . . . . . . . . . . . . . . . Clockwise Clockwise
Engine Cranking Speed. . . . . . . . . . . . . . . . . 185 rpm. 185 rpm.
Armature End Play. . . . . . . . . . . . . . . . . . . . .005" to .050" [0,127 a 1,270 mm.] .005' to .050' [0,127 a 1,270 mm.]
Brushes. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 4
Brush Spring Tension (min.). . . . . . . . . . 24oz. [680 gr.] 35 oz. [992 gr.)
Bearings. ........................... 3 Bronze 3 Bronze
Lock Test:
Temperature. ............... 70CF. [21cC.] 70CF. [21 cC.[
Amps... ... . 600 435
Volts . """'"'''''' 3.0 5.8 .
Torque. ............................ 15 lb.ft. 10.5Ib-ft.
No Load Test:
Amps.. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 75
Volts . ......... 5.0 10.3
RPM (min.)... . """""'" 6000 6900
Control Switch. . . . . . . . . . . . . . . . . . . . . . . . Solenoid Solenoid
Make.. .. .. .. .. . Auto-Lite Auto-Lite
CJ-2A early. . . . .. ... .......... CR-3033XE
All Other Models. . . . . CR-6009 CAF -4003
CAL-400 1 CAG-4002
CAL-4001-A 200562
200576 200574
200577 200564



6 Volt 12 Vo1t
Engine Stopped. . 5 @ 603V 20 to 8209 @ 1205V
Engine Id1ing. . . . . . . . . . . . . . . . 2.5 2.8 to 2.9

Make... .... Auto-Lite Auto-Lite
Model :
CJ-2A, CJ-3A, CJ-3B.
.. ..
I IGW-4177-1
CJ-3A .. IAD-4008- T
CJ-3B . IAD-4008-A
CJ-3B, CJ-5 . ..... IAD-4008-A T
CJ-3B, CJ-5, CJ-6. . . . . . . . . . . IAD-4041
CJ-3B, CJ-5, CJ-6, DJ-3A. . . . lA Y-4012 IAY-4012
CJ-3B, CJ-5, CJ-6, DJ-3A. . . . . . . . IAY-4401 IAY-4401
Type Advance. .. Centrifugal Centrifugal
Firing Order. . . . . . . . 1-3-4-2 1-3-4- 2
Breaker Point Gap. . . . .020" [0,508 mmo] .020" [0.508 mmo]
Breaker Arm Tension. 17 to 20 oz. [482 a 567 gr.] 17 to 20 OZo [482 a 567 gr.]
Cam Ang1e. . . . . . . . . . . 42° 42°
Max. Auto. Advance. .... 11° @ 1700 rpm. 11° @ 1700 rpm.
Max. Vacuum Advance. None None
Condenser Capacity. ........ .25 to 028 mfd. .25 to 028 mfdo

Make . Delco-Remy Delco-Remy
Model. . . . . . . . . . . . . . . . . . . . . . . . 1112432 1112432
Spark Advance-Centrifugal:
Start.. ... ... ... ...... 0° @ 425 rpmo 0° @ 425 rpmo
Maximum. . 10° to 12° @ 1950 rpmo 10° to 12° @ 1950 rpm.
Breaker Gap.. .. .. 0@22" [0.56 mm.] 0022" [0,56 mmo]
Cam Angle. . . . . . . . . . . . . . . 25° to 34° 25° to 34°
Breaker Arm Tension. 19 to 23 oz. 19 to 23 OZo
Condenser Capacity. ................. 02 mfdo 02 mfd.

Crankshaft. ........ ........ . 5° BTC @ Id1e 5° BTC @ Idle
Mark Location:
CJ-2A, CJ-3A,.. ..
CJ-3B. CJ-5. CJ-6, DJ-3A. Crankshaft Pulley Crankshaft Pulley
Firing Order. . . . . . . . . . . . 1-3-4-2 1-3-4-2

Make and Mode1. . . . . Champion J8 Champion J8
Thread. ........... 14mmo 14mm.
Thread Reach. . . . ... Ys" [9,47 mm.] Ys" [9,47 mm.]
Gap . .... .030" [0,762 mm.] 0030" [0,762 mmo]
Headlights. . . . . . . . . . . . . . . .. ......... 5040-S or 6006 5400-S or 6012
Parking Lights o . . o . . . . . . . . . . .. .... 63 67
Park and Directiona1 Signal. . . . . . . . . . . 1158 1176
Stop, Tai1, and Directiona1 Signa1. . . . . 1158 1034
Indicator Lamps:
Headlight Beam. . . . . . . . . . . . . . . . 51 53
Directiona1 Signa1. . . .. . .. 51 53
Charge. . ........... ......... 51 53
Oi1 Pressure. ... ..................... 51 53
Instrument Lamp. . . . . . . . . . . . . . . 55 57
Flasher, Directiona1 Signal. . . . . . . . . P229D 524
Fuse Data:
Directiona1 Signa1. . . . . . . . . . . . . . . . . . . . SFE 14 SFE9
Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l SFE 14 SFE 9