PDF Technical Manual 1956 Willys TM 9-8012 - 3 MB
This is a reproduction of the 1956 Willys Technical Manual TM 9-8012.
It serves as a detailed guide for the maintenance and repair of classic Willys vehicles from that era.
This manual is an invaluable resource for restorers, collectors, and mechanics working on these historic vehicles, providing authentic specifications and procedures.
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--- Page 3 ---
of the transmission and extends into the driver’s compartment.
d. To supplement the gear ratio of the transmission,
a two-speed transfer is mounted on the rear of the transmission.
The transfer provides additional gear reduction for negotiating
difficult terrain, a power-take-off for the winch, and a means of
transmitting power to the front axle. The transfer is manually
operated by the driver through a set of transfer gearshift levers
on top of the transfer. The levers extend into the driving com-
partment to the right of the transmission gearshift lever.
e. The front axle is a full-floating,
single-reduction-type with hypoid drive gears. Incorporated in
the front axle are constant velocity-type universal joints at the
steering knuckles. A propeller shaft provides a connection from
the front axle to the transfer for the transmission of power.
Power through the transfer is controlled by a transfer gearshift
lever in the driving compartment. Suspension of the front axle
consists of two semielliptic springs, shackled to the frame at the
front of the spring, secured to the frame at the rear of the spring
by pivot bolts, and attached to the front axle by U-bolts.
f. The rear axle is a semifloating,
single-reduction-type with hypoid drive gears. The rear axle is
connected to the transfer by a propeller shaft for the transmis-
sion of power. Suspension of the rear axle consists of two semi-
elliptic springs shackled to the frame at the rear of the spring,
secured to the frame at the front of the spring by pivot bolts,
and attached to the rear axle by U-bolts.
g. The service brakes are actuated hydraulically
using full-floating brake shoes. Service brakes are on all four
wheels and are operated by the brake pedal in the driving com-
partment. The hand brake is a mechanical brake at the rear of
the transfer and is operated by pulling the hand brake handle
outward from the instrument panel. A ratchet holds the handle
in a locked position which can ‘be released by a quarter turn in
either direction.
h. The electrical system furnishes current
for ignition, lights, sending units, etcetera. Current is gener-
ated by a 24-volt, belt-driven generator, and stored in two 12-volt
storage batteries connected in series.
5. Name, Data, Caution, and Instruction Plates
(1) The vehicle identi-
fication plate is located on the instrument panel at the
right of the instrument cluster. The plate includes ve-
AGO 10167B
10
--- Page 4 ---
Section II. LUBRICATION AND PAINTING
66. lubrication Order
Lubrication Order 9-8012 (figs. 14 and 15) prescribes cleaning
and lubricating procedures as to locations, intervals, and proper
materiels for this vehicle. The official lubrication order will be
carried with the vehicle at all times. In the event the vehicle is
received without a copy, the using organization shall immediately
requisition one. See DA Pam 310-4 for lubrication order of cur-
rent date. Lubrication which is to be performed by ordnance
maintenance personnel is listed on the lubrication order in the
“NOTES” (fig. X), and in a few instances are contained in the
pertinent section.
67. General Lubrication Instructions
n. Gencml. Any special lubricating instructions required for
specific mechanisms or parts are covered in the pertinent sections.
6. Usual Conditions. Service intervals specified on the lubrica-
tion order are for normal operation and where moderate tem-
perature, humidity, and atmospheric conditions prevail.
c. I,ub7ication Equipwent. Organizational maintenance tdol sets
contain lubrication equipment adequate for maintenance. Clean
this equipment both before and after use. Operate the lubricating
guns carefully and in such a manner as to insure a proper dis-
tribution of the lubricant.
d. Points of Application.
(1) Lubrication points are shown in figures 16 through 19
and are referenced to the lubrication order. Clean fit-
tings and surrounding surfaces as prescribed in lubri-
cation general notes (fig. 14).
(2) A :jI,<-inch red circle should be painted around all lubri-
cating fittings, oil can points, and refill plug holes.
(3) Clean and lubricate unsealed bearings as in (a), (b),
and (c) below.
(a) Wash all the old lubricant out of the bearings and
from the inside of the hubs with volatile mineral
spirits or dry-cleaning solvent and dry the parts
thoroughly.
Cnutiorc: Bearings must not be dried or spun with
compressed air. See TM 37-265 for care and mainte-
nance of bearings.
50 AGO 10167B
--- Page 5 ---
all of these checks that are pertinent to any item (including sup-
porting, attaching, or connecting members) will be performed
automatically, as general procedures, in addition to any specific
procedures given.
(1) Inspection for “good condition” is usually visual inspec-
tion to determine if the unit is safe or serviceable.
“Good condition” is explained further as meaning: not
bent or twisted, not chafed or burned, not broken or
cracked, not bare or frayed, not dented or collapsed, not
torn or cut and not deteriorated.
(2) Inspection of a unit to see if it is “correctly assembled
or stowed” is usually a visual inspection to see if the unit
is in its normal position in the vehicle and if all its parts
are present and in their correct relative positions.
(3) Inspection of a unit to see if it is “secure” is usually a
visual, hand-feel, pry-bar, wrench, or screwdriver in-
spection for looseness in the unit. This inspection will
include any brackets, lockwashers, locknuts, locking
wires, and cotter pins as well as any connecting tubes,
hoses or. wires.
(4) “Excessively worn” is understood to mean worn beyond
serviceable limits, or likely to fail if not replaced before
the next scheduled inspection. Excessive wear of mating
parts or linkage connections is usually evidenced by too
much play (lash or lost motion). It includes illegibility
as applied to markings, data and caution plates, and
printed matter.
(5) Where the instruction “tighten” appears in the pro-
cedures, it means tighten with a wrench, even if the
item appears to be secure.
(6) Such expressions as “adjust if necessary” or “replace
if necessary” are not used in the specific procedures. It
is understood that whenever inspection reveals the need
of adjustments, repairs, or replacements, the necessary
action will be taken.
74. Cleaning
a. General. Any special cleaning instructions required for spe-
cific mechanisms or parts are contained in the pertinent section.
General cleaning instructions are as shown in (1) through (5)
below.
(1) Nameplates, caution plates, and instruction plates made
of steel rust very rapidly. When they are found to be
in a rusty condition, they should be thoroughly cleaned
and heavily coated with an application of lacquer.
AGO 10167B
--- Page 6 ---
(6 months or Procedure
6,000 miles
whichever
occurs a73t)
MAINTENANCE OPERATION-Continued
35 Spark
points,
Remove
and inspect spark plugs (par. 145). In-
spect distributor cap, rotor, and breaker
points and test operation of centrifugal
and vacuum advance mechanism by hand.
Test distributor shaft for looseness by
hand feel. Test ignition coil and distribu-
tor capacitor with high-tension ignition-
circuit tester, if available, according to
instructions accompanying the test instru-
ment. Using neon timing light, observe
if ignition timing (figs. 58 and 59) is
correct (par. 142) and if spark advances
automatically as engine is accelerated.
Test generator regulator with a low-volt-
age circuit tester following instructions
accompanying the test instrument.
35 Zlean spark plugs and adjust gaps (par.
145). Check distributor breaker points
and adjust gap (par. 143), (figs. 57 and
61). If points are badly pitted, repIace
both points and capacitor.
36 and heat Inspect these
items. Look particularly for signs of
leakage at manifold gaskets. If heat con-
trol is automatic, see if shaft operates
freely and if bimetal spring controls it
properly. If it is manually controlled,
check seasonal adjustment.
37 37 linkage
lines. Inspect these items notic-
ing particularly if the shafts and linkage
operate freely and are not excessively
worn. Observe if the choke valve plate
opens fully when the choke control is
released and if the throttle valve plate
opens fully when the accelerator is fully
depressed.
37 ffake an engine vacuum test (par. 79c(6) ),
and adjust carburetor idle mixture (par.
129). Test fuel pump pressure (par.
AGO 10167B
70
--- Page 7 ---
(‘3) Faulty engine vacuum. Peform engine vacuum test as
follows-disconnect fuel and vacuum pump vacuum line
at elbow located on exhaust manifold, and install vacuum
gage adapter in elbow (fig. 22). Start engine and run
at idling speed until minimum operating temperature
(160” F.) is reached. Make sure the carburetor is ad-
justed properly. Adjust if necessary (par. 127). With
engine operating at normal idling speed, vacuum gage
should show a reading of 18 to 21 inches of mercury. A
pointer fluctuating between 10 and 15 inches of mer-
cury may indicate a leaking valve or defective cylinder-
head gasket. An abnormally low reading with the pointer
steady may indicate a leak at the carburetor. Accelerate
and decelerate engine rapidly. Vacuum should drop to
approximately 2 inches of mercury with rapid accelera-
tion, and should rise to 24 inches of mercury as accelera-
tion is decreased quickly.
Note. Above readings are for sea level operation. Vacuum read-
ings will be lowered approximately i inch of mercury for 1,000
feet increase in altitude.
Figure 22. Testing engine vacuum.
d. Fuel Mixture Too Rich.
(1) Incorrect carburetor adjustment. Adjust carburetor
(par. 129).
AGO 10167B
80
--- Page 8 ---
graph 163 for location of cables. Inspect cables for frayed
insulation, cracks, breaks, or loose connections. Repair
cables if necessary.
(2) Faulty oil pressure sending unit. Test sending unit by
substitution. Obtain a sending unit which is known to be
operative. Remove sending unit (par. 188) from vehicle
and install sending unit to be used for test. If, with en-
gine running, pressure gage now registers, old sending
unit was faulty.
(3) Fault3 oil pressure gage. Test gage by substitution. Ob-
tain a gage which is known to be operative. Remove gage
(par. 177) and install gage which is to be used for test.
If, with engine running, gage now registers, old gage was
faulty.
e. Speedometer.
(1) Speedometer fails to show either speed or mileage or
pointer fluctuates.
(a) Kinked or broken flexible shaft assembly or core. Re-
fer to ordnance maintenance personnel.
(b) Binding in speedometer. Disconnect flexible shaft at
speedometer. Obtain a short piece of flexible shaft core
about 2 or 3 inches long with a tip to fit the speedometer
socket. Insert the piece of core into speedometer socket
and spin core between the thumb and forefinger in the
proper direction to cause speedometer pointer to indi-
cate speed on speedometer dial. If there is a tendency
for the speedometer to bind, replace speedometer (par.
178).
(2) Speedometer fails to show either speed or mileage or
pointer will not return to zero. Faulty speedometer. Re-
place speedometer (par. 178).
f. Headlight High Beam Indicator Light.
(1) Fails to light.
(a) Lamp burned out. Replace lamp (par. 179).
(b) Faulty wiring. Refer to paragraph 163 for correct cable
and connection. Inspect cable for frayed insulation,
cracks, breaks, or loose connections. Tighten connec-
tions or repair if necessary.
(2) Lamp flickers. Loose cable connections or lamp loose in
socket. Tighten lamp and cable connections.
g. Headlight Dimmer Switch.
(1) Fails to operate.
(a) Loose cable connections or faulty wiring. Refer to
paragraph 163 for correct cables and connections. In-
spect cables for frayed insulation, cracks, or breaks.
AGO
--- Page 9 ---
(2) Improper front wheel alinement. Check front wheel
alinement and correct if necessary (par. 234).
(3) Bent wheel. Replace any bent or distorted wheels (par.
256).
(4) Damaged or improperly adjusted front hub bearings. In-
spect hub bearings and adjust or replace if necessary
(par. 225).
(5) Wheel stud nuts loose. Tighten stud nuts (par. 256).
(6) Wheel out of balance. Remove (par. 256) and remount
tire in a different position. If trouble is not corrected,
replace wheel (par. 256) or tire (par. 257).
b. Wheel Wobbles.
(1) Bent wheel. Replace any bent or damaged wheels (par.
256).
(2) Damaged or improperly adjusted front hub bearings.
Adjust or replace hub bearings (par. 225).
(3) Wheel loose on hub. Tighten stud nuts (par. 256).
(4) Wheel out of balance. Remove (par. 256) and remount
tire in different position. If trouble is not corrected,
replace wheel (par. 256) or tire (TM 21-300).
c. Wheel Pounds.
(1) Damaged or improperly adjusted front hub bearings.
Adjust or replace hub bearings (par. 225).
(2) Bent wh,eel. Replace any bent or damaged wheels (par.
256).
(3) Damaged tire. Inspect tire for breaks or bulges, replace
tire (TM 21-300)) if necessary.
a. Insufficient Flexibility.
(1) Lack of lubrication. Lubricate in accordance with para-
graph 66.
(2) Frozen spring shackles. Free shackle and lubricate
(par. 66).
(3) Faulty shock absorbers. Disconnect shock absorbers
(par. 253) and test action by compressing lower section
into upper section. If little or no effort is necessary to
compress shock absorbers, replace (par. 253).
b. Excessive Flexibility.
(1) Over lubrication. Clean excess lubricant from springs
and lubricate in accordance with paragraph 66.
(2) Faulty shock absorbers. Refer to a(3) above.
(3) Broken spring leaves. Inspect springs for evidence of
broken leaves. Replace sprifigs (par. OK:Oi
V"V, if
II noon~~c~arxr
'.ti.db"YULJ.
AGO 10167B
--- Page 10 ---
(3) Place the mounting bracket (on engine) (K), with
oil filter assembly over cylinder-head studs 9, 10, and
15 (fig. 25) and screw nuts on studs fingertight.
(4) Place the lifting hook (A) over the cylinder-head studs
1, 2, and ‘7 (fig. 25) and screw xc-inch nuts on studs
fingertight.
(5) Position the air intake pipe with vent valve and bracket
assembly (B) in the vehicle. Slide the control valve
hose (H) onto the hose connection on the crankcase oil
filler pipe assembly (S) and place the air intake pipe
bracket (R) over the No. 5 stud (fig. 25) and screw
K,-inch nut on stud fingertight. Tighten the hose clamp
screw (J) securing the control valve hose (H) to the
filler pipe. Slide the air intake pipe hose onto the car-
buretor and the air cleaner. Secure the hose clamp screws
(G, fig. 23) at each end of the pipe assembly.
(6) Slide the air cleaner control valve control wire (C) into
the air cleaner control valve control wire swivel (G)
on the control valve lever (E). Make sure deep-water
fording vent valve control (H, fig. 7) on instrument
panel is pushed all the way in. Position control valve
lever with the swivel toward the front of the vehicle.
Tighten the set screw (F) securing the control wire
to the swivel.
(7) Tighten all cylinder-head stud nuts to torque of 65-
75 pound-feet in the sequence shown in figure 25 to
secure the cylinder head to the cylinder block and the
mounting bracket (on engine), lifting hook, and air
intake pipe bracket to the cylinder head.
(8) Install the 5/le x 54 flat washer screw (L) through the
crankcase oil filler pipe support bracket into the mount-
ing bracket (on engine) (K) and tighten.
(9) Clean, adjust, and install the spark plugs and connect
the spark plug cables (par. 145). Connect the water
temperature sending unit cable (N) by pushing the
connector plug on the end of the cable into the sending
unit receptacle and turning the connector clockwise to
secure it to the sending unit.
(10) Position the vent line (Q), between the distributor
and the air intake pipe with vent valve and bracket
assembly (B), in place and screw the nuts on both ends
of the line into the fittings. Position the vacuum hose (F,
fig. 23)) between the distributor and the tee (H, fig. 23))
in place with clip (D, fig. 23) over cylinder-head stud
110 AGO 10167B
--- Page 11 ---
the head. Screw the oil filter outlet flexible oil line elbow,
with flexible oil line, into the oil filter head with cartridge
at the position indicated by an arrow pointing to the
outside edge of the head.
(2) Put the oil filter assembly into the mounting bracket
(on oil filter) but do not tighten the screw and nut in
the bracket. Position the mounting bracket (on oil filter)
on the mounting bracket (on engine). Place a I+&
inch flat washer on each of the two 5/16-10 x s/s (Acme)
flat washer screws. Put the screws through the holes
in the mounting bracket (on oil filter) and screw into
the J-type speed nuts on mounting bracket (on engine).
Position the oil filter in the mounting bracket, alining
the inlet fitting on the oil filter with the inlet flexible
oil line, and tighten the screw and nut securing the
mounting bracket to the oil filter assembly.
Connect the inlet flexible oil line to the oil filter by
screwing the nut on the end of the line into the fitting
on the oil filter. Connect the outlet flexible oil line to
the timing gear cover assembly by screwing the nut
on the end of the line into the fitting in the cover.
Start the engine and run it for a few minutes to fill
the oil filter assembly and check for oil leaks around
the flexible oil line connections and the filter.
Note. The oil filter inlet flexible oil line is slack enough to
permit the engine fan blast to force the line into constant contact
with the manifold elbow. To prevent damage by burning, move
the oil filter clockwise within its mounting bracket to shorten
the line enough to keep it clear of the manifold elbow.
(1) Disconnect the oil filter inlet flexible oil line assembly
and fitting from the oil filter head with cartridge as-
sembly by unscrewing the nut from the fitting and un-
screwing the fitting from the head. Disconnect the oil
filter outlet flexible oil line assembly by unscrewing the
nut from the fitting on the timing gear cover assembly.
Remove the oil filter outlet flexible oil line assembly
and elbow from the head with cartridge assembly by
unscrewing the elbow from the head.
(2) Remove six bolts and nuts securing the head and the
reinforcing ring to the sump and lift the head with
cartridge assembly out of the sump.
120
--- Page 12 ---
(11) Remove plain nut, bolt, flat washer, and plain washer
securing the case support insulator, case support insula-
tor snubber (C, fig. 36)) and case support insulator re-
taining cup in position and remove insulator, snubber,
and cup.
(12) Remove the cotter pin and clevis pin from the clutch con-
trol lever tube cable adjustable yoke (fig. 32) and dis-
connect yoke from the control lever tube.
(13) Unhook and remove the brake pedal retracting spring
(Q, fig. 36).
(14) For vehicles equipped with winch and power-take-off,
unscrew the knob from the power-take-off gearshift con-
trol lever (HH, fig. ‘7). Unscrew the four screws from
the grommet retaining plate (NN, fig. 7) and slide the
plate and the grommets (LL and MM, fig. 7) up off the
gearshift lever. Remove the four screws from the power-
take-off shift lever plate and lift the plate with gearshift
lever out of the power-take-off.
f.
Note. The key letters noted in parentheses are in figure 36, except where
othewise indicated.
(1) Remove the plain nuts, plain washers, lockwashers and
carriage bolts securing the skid plate to engine rear sup-
port cross member (F) and remove skid plate.
(2) Loosen the adjusting nut securing the engine stay cable
(H) and lift cable end out of bracket (G) .
(3) Remove the two self-locking nuts from the studs on the
rear mounting support cushion (L) to loosen cushion
from the engine rear support cross member (F) .
(4) Remove the four plain nuts, flat washers, and lockwash-
ers from bolts (D) securing the engine rear support cross
member (F) to the vehicle frame and remove the cross
member.
(5) Unhook and remove the cable retracting spring (R) .
(6) Remove the plain nut and bolt securing the cable hous-
ing clamp (J) to the rear mounting bracket (K) .
(7) Remove the cotter pin and clevis pin securing the hand
brake rod end yoke (N) to the operating lever (M).
Spread open the clip securing the hand brake cable to bell
housing and slide cable out of clip.
(8) Disconnect speedometer cable (E) from the speedometer
driven gear sleeve (fig. 90).
(9) Remove the four nuts and lockwashers securing the uni-
versal joint (A), located at the front of the rear propeller
130 AGO 10167B
--- Page 13 ---
(10) Screw the nut on the master cylinder vent line (F) into
tee (E).
(11) Screw the nut on the windshield wiper vent line (B)
into tee (E) and slide windshield wiper hose (A) over
vent line.
(12) Connect battery-to-battery ground cable to battery “A”
located in the engine compartment.
f.
(1) Secure radiator to vehicle frame cross member by in-
stalling two ll/,z-inch flat washers and yli/,,-inch nuts on
radiator holddown studs (fig. 41).
(2) Install radiator guard (par. 263).
(1) Open fuel shutoff valve (P, fig. 34) by turning valve
handle counterclockwise.
(2) Tighten engine stay cable (H, fig. 36) adjusting nut,
located at engine side of bell housing, until cable is taut.
(3) Fill cooling system (par. 121).
(4) Install hood (par. 261).
(5) Fill crankcase with correct grade of lubricant (par. 68).
(6) Fill transmission and transfer tith correct grade of
lubricant (par. 68).
(7) Start engine and check for fuel, oil, or water leaks.
(8) Make a record of replacement on DA Form 478.
(1) The cooling system (fig. 39) is fully sealed
and pressurized. The system consists of a water pump,
water pump bypass, fan, drive belts, radiator, thermo-
stat, and connecting hose. Water is drawn down through
the radiator to the bottom thence through the water
outlet hose to the water pump which forces it through
the cylinder block, cylinder head, and the water inlet
hose to the top of the radiator. Air, for cooling the water,
is drawn through the radiator by the fan. Correct op-
erating temperature is maintained by the thermostat.
(2) and 32). The radiator is the cellular-
type, with upper and lower tanks. The filler cap has a
spring-loaded seal to maintain a pressure of approxi-
mately 4112 psi when the engine is running. The cap seal
acts as a safety valve by lifting off its seat to relieve
excessive pressure.
AGO
140
--- Page 14 ---
type, sealed at all control and adjustment points. The
float chamber is also fully sealed. The carburetor as-
sembly is mounted over the center of the intake manifold.
(4) The fuel and vacuum
pump is the diaphragm-type, providing constant of
fuel to the carburetor when the engine is running. The
vacuum pump is incorporated to assist the windshield
wiper motor action. The pump used in early model
vehicles was equipped with a hand priming lever for
manually pumping fuel to the carburetor.
(5) (P, fig. The fuel shutoff valve
is located at the left of the steering gear assembly. This
valve shuts off the fuel supply from the fuel tank to the
fuel pump.
(6) The fuel tank is located on
the left side of the vehicle, under the driver’s seat. The
filler cap is located in a recess in the left side of the
body panel. The fuel tank level sending unit assembly
is located on top of the fuel tank. The fuel filter assem-
bly is located in the top of the fuel tank. The fuel tank
is equipped with a relief pressure valve which will
permit pressure to build up in the tank to a maximum
of 4 psi. The cap (fig. 5) is a solid-type pressure cap de-
signed for only with this vehicle and should not
be interchanged with the vented-type pressure cap, used
with s/h-ton trucks, which open and release excess pres-
sure. The solid-type cap used with truck M38 (fig. 5)
has a cup about 31/2 inches in diameter, inside of the
shell, with a rivet in the center of the cup and a safety
chain about 1 inch off center. The vented-type
filler cap used on the $&-ton trucks is of a spoke-like
design, has a 31/2-inch diameter cup inside the cap with
a vent hole approximately r/!-inch in diameter in the
center, and a fastener out to which a chain clip
is attached. The cap used on the truck M38 is marked
either embossed letters or decalcomania with the word
pressurized and instructions to open slowly while the
vented-type cap is stamped with the words PRESSURE
CAP.
(7) Fittings and solid and flex-
ible lines connect the various parts of the system. Vent
lines from the fuel tank and carburetor are connected
directly to the air cleaner assembly.
AGO 10167B
--- Page 15 ---
the lever of the cross shaft with lever and bracket assem-
bly (T) from the top. Place a No. 10 lockwasher over the
stud and install a No. 10 nut.
h. Throttle Control Assembly.
(1) Adjustment. Push the throttle control (BB, fig. 7) all the
way into the instrument panel. Loosen the bolt (A) in the
hand throttle control wire stop with bolt assembly
Slide the stop up to the pivot on the throttle valve shaft
lever (Q), slide the stop away from the lever slightly,
and tighten the bolt.
(2) Removal.
(a) Loosen the bolt (A) in the hand throttle control wire
stop with bolt assembly (B) and slide the stop off the
wire. Loosen the bolt and nut in the choke control con-
duit clamp (F)
(b) Unscrew the lockwasher nut (J) from the throttle con-
trol assembly on the reverse side of the instrument
panel.
(c) Pull the throttle control assembly out of the pivot of
the throttle valve shaft lever, the clamp (F) , the grom-
met (G) in the dash, the lockwasher nut (J) , and the
instrument panel.
(3) Installation.
(a) Push the end of the throttle control assembly (H)
through the hole in the instrument panel part way and
slide the y&inch lockwasher nut (J) over the end of
the control.
(b) Push the end of the control through the grommet (G) ,
the choke control conduit clamp (F) , and the pivot on
the throttle valve shaft lever (Q).
(c) Screw the 3/X-inch lockwasher nut (J) onto the throttle
control assembly on the reverse side of the instrument
panel. Leave a little slack in the throttle control assem-
bly between the instrument panel and the choke control
conduit clamp (F) and tighten the bolt and nut in the
clamp.
(d) Slide the hand throttle control wire stop with bolt (B)
over the end of the control wire and adjust ( (1)
above).
i. Choke Control Assembly.
(1) Adjustment. Loosen the screw (D) in the pivot (C) on
the choke valve shaft lever (E‘)
, Push the choke control
assembly (CC, fig. 7) all the way into the instrument
panel. Push the lever (E) of the choke valve shaft to-
AGO 10167B
160
--- Page 16 ---
(1) Unscrew the nut on the rear of the fuel line
(B) from the elbow (D) . Unscrew the nut on the front
end of the fuel line (fig. 50) from the fuel filter assem-
bly. Bend the clip (fig. 50) securing the fuel line to the
tank and remove the line by pulling it through the floor
pan from the top.
(2) Position the fuel line (fig. 50) in the vehicle
by inserting through the floor pan from the top. Screw
the nut on the front end of the line into the fuel filter
assembly, and bend the clip on the top of the tank down
over the fuel line. Screw the nut on the rear end of the