The Heater Control Valve 4820-01-189-2107  (AMG 12339966) was missing from our vehicle. We researched the different aftermarket valves available and were able to locate a replacement: Four Seasons P/N 74828.
This appears dimensionally identical to one in an M998:
After the fasteners finally came in, we were able to assemble the cooling stack. Although we had attached the shroud to the radiator last week, we were finally able to fasten the oil/transmission cooler to the radiator, and install the power steering/hydraulic cooler over that.
As we have the later version radiator side mounts, we were able to precisely align the shroud to provide for optimum cooling. We were able to connect one of the two oil cooler lines, but will have to loosen the cushion clamps and re-orient the hose so we can connect to the fittings.
We will connect the power steering cooler after all lines have been connected from the pump to the brake unit, winch, and fan clutch. Similarly, as the transmission cooling lines were not serviceable, we will be making replacement lines out of 3/8″ brake tubing with AN adapters to 3/8″ hose. We will post on this once it gets underway.
As this HMMWV did not have a dash or gauges installed, we had to identify each wire by number from the wiring diagram. We put tape on each wire and marked where it belonged. We found it simplest to tape the wiring diagram to the windshield to assist in wire location identification.
Through this process, we located where a 3 wire bundle had been cut off. Through the process of elimination, it appears that these wires are for the headlight dimmer switch. We will have to fabricate a new section which will involve soldering and splicing to the existing harness using waterproof marine heatshrink tube..
Once the Deep Water Fording (DWF) system has been installed, it is important to test the system for leaks.
Instructions for testing may be found in the “Instructions for Installation of Deep Water Fording Kit” at Section 3-14. The testing consists essentially of:
Block off engine air intake and exhaust, set selector valve to “vent.” (Note, we are unsure as to why blocking off engine air intake and exhaust is necessary — the only connection the DWF vent system has connected to the engine during this test is the vent at the fuel pump). It is imperative, however, to set the selector valve to “vent.”
Disconnect the “42 inch long” hose (CDR valve to selector valve) at the CDR valve.
Apply 2.5 to 3.5 p.s.i. into the hose removed from the CDR valve. (Note: there are notes to these instructions found on the internet that have redacted “to selector valve hose” so that it reads apply pressure to the CDR valve. This is incorrect, and doing so would be an attempt to pressurize only the crankcase. Air needs to be applied into the hose leading to the selector valve.)
The system must have at least 1 p.s.i. in the system after 1 minute.
This will check the entire DWF system.
Notes on this test: 1) If there is only a slight leak, testing at 3.5 p.s.i. might pass the 1 minute test, whereas testing at 2.5 p.s.i. would fail the test. 2) It is best to conduct the test in a quiet area so that any leaks can be heard. 3) We recommend use of hand pump only, not a compressor or regulated air source. 4) We suggest making a low pressure leakdown tester as described here. 5) Application of excessive air pressure will likely “blow out,” dislodge or otherwise damage seals in the transmission, transfer case, differentials and gear hubs. Use of other than a hand pump could potentially cause damage in the thousands of dollars to repair.
Our initial testing went well. The tube to the power steering pump had to be removed and blocked because the cap did not seal well enough. After identifying this as a leak point, air was re-applied and was heard leaking into the engine.
As the only point for air to enter the engine would be the vent on the fuel pump, we suspect the fuel pump has a leak into the crankcase. We will first remove the vent line from the fuel pump and test again. If we are able to maintain pressure with that line plugged, we will have to replace the pump.
Our HMMWV failed the 1 minute test, and allows us to diagnose leak points, and potentially catch a fuel into crankcase or fuel into air filter situation.
We will update in a new post as to our further testing. We also want to further examine the venting circuit to ensure that the selector valve should be set to “vent” when testing at the CDR valve.
Most of the cannon plugs (also referred to as Amphenol plugs) had most of their protective anodizing missing. The internal contacts were good and clean. Rather than spend an incredible amount of time and expense of moving the connectors into new fittings, we opted to preserve the exterior of the plug. We use a two-step process of etching primer followed by a lustreless olive drab marketed by Rapco Parts.
The first step is to use a small stainless steel to remove all corrosion from the outside of the plug. The second step is to apply the etching primer and let it fully dry.
Although the etching primer produces a color that is acceptably close to the original anodizing, primer does not make a good final coat.
The final coat of lusterless olive drab (FS 34086) is very close to the original color of the plug, and having a paint coating on the aluminum housing will extend the service life of the connector and assist in preserving the integrity of the electrical connections.
As a note, we applied the silicone grease to the threads and connections to prevent corrosion of the threads and to provide a slight amount of additional waterproofing to the contacts in the event the cannon plug seal fails.
The HMMWV has a reputation for grounding issues. Poor grounding can cause faulty or unreliable gauge readings, and can also cause failure of components including the control box.
We removed and cleaned all connections, and liberally applied carbon grease to all contacts to ensure the best possible connection. After this photo was taken, excess carbon grease was wiped off. This compound is highly conductive, and it is unwise to not clean up after a sloppy application.
Anytime wiring with rubber boots are involved, it is always best to use a silicone lubricant. This assists in assembling the components, protects the rubber, and provides a further degree of waterproofing.
We have almost two cases of military surplus J941-C-5000 (also known as NRL S-75-G), which we acquired in the 1980’s. Since then, we have liberally used the silicone, and despite its age (Manufactured in 1954), it continues to be usable. Not bad for a 65 year old product!
We were unable to find further information of any kind on this product, however we have 30+ years using this material and have had superb results.
UPDATE: NRL S-75-G Interim was developed in World War II as a waterproofing lubricant to prevent machine gun failure caused by moisture freezing in solenoids at high altitudes (-20 F temperatures). (these failures are indicated as affecting the Cal .50 M3 and the 20 mm M24A1 Gun).
“The material is an open chain methyl silicone having a viscosity of 20 cSt at 77°F, and 300 cSt at -65°F, and a pour point of -75°F. Dodecane phosphoric acid (0.1 percent by weight) was added for lubrication. This material was labeled NRL S-75-G Interim.” Per: AMCP 706-26 at page 8-2 (Engineering Design Handbook, Guns Series, Automatic Weapons, Headquarters, U.S. Army Materiel Command, February 1970 [Document unclassified, but not marked as publicly released]).
As the breakers currently mounted in the HMMWV are around 30 years old (and have likely gone through countless fordings), we opted to replace them.
These circuit breakers are “Klixon” style 15 amp breakers. The callout in the Parts Manual for these units are 5925-01-430-2318 . However, this number seems to be obsolete. We were able to locate identical specification breakers under 5935-00-026-4767 
These breakers have the same external dimensions and the same amp rating as the replaced breakers. The only difficult issue we had is that two of the connections would not release, and had to be replaced.
The screws attaching the bows to the side rails (Fig. 321, Item 6) calls out as 5305-00-059-3659  with a general fastener number of MS51958-63 is essentially a 10-32 x 1/2″ pan head screw. Although we feel a standard 10-32 screw would be sufficient, we were able to source a number of the actual fasteners designated MS51958-63 at around the base price of the fastener from major vendors.
Although it is highly likely that a standard 10-32 screw would suffice in this application, we feel that use of the correct military fastener may give a slight performance advantage in both strength and corrosion resistance.
Of note, however, the fasteners we acquired indicate they are stainless, which is generally of a strength equivalent to a Grade 5 bolt. (of course, this depends on the type of stainless). We believe the vendor has mistaken plated fasteners as stainless. The packaging of the fasteners state they are MS51958-63. We have not reviewed the specifications of this fastener, but are of the opinion that even if stainless, they should suffice for holding the bows to the side rails.
The screws at the front, middle, and rear of each rail are called out by different part numbers in the TM. The front screw (#1) 5305-01-210-6249  with a manufacturer P/N of PL25D02P12 was not locatable.
The screw at the rear of the rail (#10) 5305-01-117-3396  was similarly unlocatable, however we were able to locate this screw by its manufacturer P/N of NAS1635-3LE12. This is essentially a #10-32 x 3/4 screw. However, this has pre-applied locking compound. Additionally, we surmise this screw probably has a higher tensile strength than a standard 10-32 screw as it is an aircraft fastener.
In other words, we are comfortable that since both fasteners specifications are as a self-locking 10-32 x 3/4″, that use of the NAS1635-3LE12 is proper. There are apparently 50 in a box, and we have ordered 4 boxes to keep in stock.