,transcriber's ,notes ,text printed in italics and bold face have been transcribed between underscores and between equal signs resspectively4 ,single superscript characters are preceded by 1 multiple superscript characters by 4444 ,small capitals have been replaced with ,,all ,,capitals4 ,more ,transcriber's ,notes may be found at the end of this text4 ,,the ,,automobile ,,owner',s ,,guide ,,the ,,automobile ,,owner',s ,,guide ,,by ,,frank ,b4 ,,scholl ,illustration ,d4 ,,appleton ,,and ,,company ,,new ,,york ,,london #aibj ,,copyright1 #aibj1 ,,by ,d4 ,,appleton ,,and ,,company ,,printed ,,in ,,the ,,united ,,states ,,of ,,america ,,preface ,the automobile has taken its place as one of the most successful and useful inventions of the day4 ,it is equaled only by the internal combustion gas engine1 which is a factor in making it practical and efficient4 ,gasoline-propelled vehicles have become one of man's greatest aids in business efficiency1 but nevertheless it is very important that we consider the facts1 that the adoption of the automobile by man for business1 commerce and pleasure is on a very large scale1 and that the production by manufacturers is so great that very little thought is given to proper care1 which is an ever-present factor in economical operation and a fair return for the investment4 ,the purpose of this book is to serve as a practical guide for those who own1 operate1 or contemplate purchasing an automobile4 ,the contents of this book cover the entire field that would be of value to the owner or chauffeur in making his own repairs4 ,the parts and expressions are given in their simplest form2 technical terms1 tables and scales have been entirely eliminated1 as they mean little or nothing to the average owner1 and are of value only to the mechanical engineer and draftsman4 ,the illustrations1 drawings and diagrams are intended only for the purpose of bringing out points that are more readily understood and explained in this manner4 ,no attempt has been made to conform to proportionate exactness or scale accurateness4 ,since there are many different makes of cars1 motors1 and equipment1 the functional action of all is practically the same1 therefore we use for illustration only those which are used by the majority of manufacturers4 ,while1 as a general rule1 you will find all automobiles efficient and reliable1 troubles and conditions are bound to arise that are somewhat puzzling2 therefore1 to assist the owner1 we have written a chapter on trouble hints conveniently arranged in three columns1 headed troubles1 cause1 and remedy4 ,the entire book is worked out along such lines1 and so arranged1 that a man or a boy with a common school education can easily master it and become an efficient mechanic4 ,,introduction ,after twelve years' experience with the automobile1 ,i find that only one-third of the present-day owners understand the mechanical operation1 care and proper upkeep of their cars2 the other two-thirds know little or nothing of their cars1 and are unable to locate or detect trouble1 or make the slightest adjustment necessary to remedy it4 ,this fact remains as the chief cause of the present high depreciation in cars1 and the loss of millions of dollars annually to automobile owners4 ,after two years of observation and close investigation1 ,i find the vast majority of the present owners are eager to acquire mechanical knowledge1 but they have not accomplished their aim1 chiefly because the available books to attain that end are too technical1 dry1 and overdescriptive for the average owner and beginner in mechanics4 ,the automobile is not an individually constructed piece of machinery1 but a combination of individual inventions1 each adapted to a functional purpose1 which is necessary to the harmony of successful operation4 ,a great many of these mechanical achievements are of delicate construction1 and very apt to get out of adjustment4 ,this1 however1 is not always the case1 as grease1 dirt and foreign matter with which the various parts come in contact often prevent them from operating properly4 ,therefore a little common knowledge of operation and a little care will enable an owner to operate his car successfully1 thereby avoiding unnecessary trouble1 damage and expense4 ,one of the chief aims of the writer is to make this book interesting and thorough1 in order to hold the reader until he understands the entire contents1 after which he should be able to make any necessary repairs and adjustments1 or to hold a position as automobile mechanic4 ,in order to accomplish the foregoing and prevent a student from becoming discouraged we use functional principle as the base for explanation whenever possible4 ,the instructions set forth in this book are not taken merely from theory1 but have been put into successful operation by the writer1 who for several years sold cars in outlying districts where garage facilities were limited1 and where it was necessary to make a mechanic of every purchaser in order to sustain the high reputation of the car sold4 ,later on his plan of instructions was used in an automobile school where he was chief instructor1 and still later they were developed into a note system which he used in establishing an automobile school in the city of ,toledo1 ,ohio4 ,the students turned out by this school were very efficient and successful1 and finished the course in less than one-half the time usually required for the average automobile course4 ,this book was written during the twenty months that the writer spent in the ,u4 ,s4 ,army1 from the note system used in his automobile school4 ,f4 ,b4 ,s4 ,,contents ,,page ,,preface v ,,introduction vii ,,introductory ,,chapter4 ,,history ,,of ,,the ,,gasoline ,,engine ,,and ,,early ,,automobile ,,construction #a ,purchasing a new car #c ,purchasing a used car #d ,selecting and testing a used car #e ,driving instructions #f ,road rules for city and country #i ,what to do in case of accident #aj ,,chapter ,i4 ,,gasoline ,,engine ,,construction1 ,,and ,,parts #ab ,the engine block castings1 cylinders1 pistons1 connecting rods1 bearings1 crank shaft1 cam shaft and fly-wheel4 ,,chapter ,,ii4 ,,valve ,,construction ,,and ,,operation #ba ,valve construction4 ,types and operation of the valves in an #h-;cylinder ,v-type engine4 ,valve locations and valve grinding4 ,valve care4 ,,chapter ,,iii4 ,,the ,,operation ,,of ,a #d-;,,cycle #d-;,,cylindered ,,gasoline ,,engine #bi ,explaining the cycle4 ,the #d-1 #f-1 #h-1 #ab-;cylindered engine -- ,the ,knight sleeve valve engine -- ,s4 ,a4 ,e4 ,horse ,power ,scale -- ,displacement-,engine charts -- ,lubrication oils and greases -- ,lubrication systems -- ,care -- ,cleaning -- and adjusting of lubrication systems4 ,,chapter ,,iv4 ,,brief ,,treatise ,,on ,,carburetion #de ,the ,stromberg plain tube ,model ,m carburetor4 ,principle of action -- ,installation -- ,adjustment and maintenance -- ,stromberg ,model ,l adjustment4 ,,chapter ,v4 ,,nitro ,,sunderman ,,carburetor #fj ,principle of action1 action of venturi1 adjustment and general care4 ,the ,schebler ,model ,r carburetor1 action and adjustment points4 ,,chapter ,,vi4 ,,stewart ,,carburetor #fe ,principle of operation -- ,adjustment and maintenance4 ,,chapter ,,vii4 ,,carter ,,carburetor #gj ,operating principle -- ,adjustment and care4 ,,chapter ,,viii4 ,,schebler ,,plain ,,tube ,,carburetor #gb ,operation -- ,instructions for installing1 adjustment and maintenance4 ,,chapter ,,ix4 ,,kerosene ,,carburetors #gf ,operating principle -- ,installation and adjustment4 ,,chapter ,x4 ,,heated ,,manifolds ,,and ,,hot ,,spots #gi ,action -- ,advantage and design4 ,,chapter ,,xi4 ,,cooling ,,systems #hb ,purpose of cooling system -- ,circulating systems -- ,the force pump circulating system -- ,overheating -- ,radiator cleaning -- ,freezing -- ,freezing solutions -- ,radiator repairing -- ,the air cooling system4 ,,chapter ,,xii4 ,,muffler ,,construction #hf ,purpose -- ,advantage -- ,type -- ,assembly and ,maintenance4 ,,chapter ,,xiii4 ,,vacuum ,,systems #hi ,operating principle -- ,purpose of the air vent -- ,failure to feed gasoline to carburetor -- ,removing top -- ,cleaning gasoline strainer screen -- ,operating principle and general maintenance4 ,,chapter ,,xiv4 ,,electrical ,,dictionary ,,of ,,parts1 ,,units ,,and ,,terms #ie ,voltage -- ,amperage -- ,ohms -- ,current -- ,circuit -- ,low ,tension ,current -- ,high ,tension ,current -- ,induction ,coil -- ,commutator -- ,insulation -- ,shunt or choking coil -- ,fuse -- ,condenser -- ,dynamo -- ,voltaic cell -- ,accumulator -- ,storage battery -- ,electrolyte -- ,hydrometer -- ,ammeter -- ,circuit breaker -- ,switch -- ,generator -- ,regulator -- ,contact-breaker -- ,non-vibrating coil -- ,distributors4 ,,chapter ,,xv4 ,,the ,,magneto #aja ,parts -- ,assemblage -- ,operating principle4 ,,chapter ,,xvi4 ,,bosch ,,high ,,tension ,,magneto1 ,,type ,,zr #aje ,operating principle -- ,primary or low tension circuit -- ,secondary or high tension circuit -- ,timing magneto gears -- ,timing magneto with engine -- ,the condenser -- ,safety spark gap -- ,interrupter timing range -- ,cutting out ignition -- ,caution -- ,care -- ,maintenance4 ,,chapter ,,xvii4 ,,magneto ,,washing1 ,,repairing ,,and ,,timing #aaa ,magneto cleaning -- ,magneto repairing -- ,magneto assembling -- ,magneto timing to engine4 ,,chapter ,,xviii4 ,,north ,,east ,,ignition ,,system #aad ,wiring ignition distributor -- ,ignition coil -- ,breaker box and distributor head assembly -- ,condenser -- ,breaker contacts -- ,breaker cam -- ,distributor head -- ,automatic spark advance mechanism -- ,manual spark control -- ,timing the distributor -- ,general care4 ,,chapter ,,xix4 ,,atwater ,,kent ,,ignition ,,systems #abf ,type ,,cc system -- ,operating principle -- ,setting or timing -- ,adjustment -- ,oiling -- ,general care4 ,,chapter ,,xx4 ,,atwater ,,kent ,,battery ,,ignition ,,system #acb ,type ,k-#b-,operating principle -- ,operation of contact maker -- ,contactless distributor -- ,wiring diagram of current flowage -- ,setting and timing the unisparker -- ,timing with engine -- ,automatic spark advance -- ,contact point adjustment -- ,oiling diagram -- ,condenser -- ,testing for ignition trouble4 ,,chapter ,,xxi4 ,,philbrin ,,single ,,spark1 ,,and ,,high ,,frequency ,,duplex ,,ignition ,,systems #ada ,operation of contact maker -- ,current induction -- ,duplex system -- ,duplex switch -- ,duplex switch action -- ,wiring diagram -- ,adjustment of contact points -- ,general care4 ,,chapter ,,xxii4 ,,electrical ,,starting ,,and ,,lighting ,,systems #adg ,the generator -- ,the regulator -- ,the automatic cut-out -- ,one unit system -- ,two unit system -- ,three unit system -- ,the starting motor -- ,lubrication -- ,maintenance4 ,,chapter ,,xxiii4 ,,electric ,,lighting ,,and ,,starting ,,systems #aed ,wiring diagram ,bijur system -- ,operation of ,bijur system -- ,starting motor -- ,operation of starting motor -- ,wiring circuits -- ,fuse -- ,ground fuse -- ,lamp controller -- ,oiling -- ,battery testing -- ,general care4 ,,chapter ,,xxiv4 ,,north ,,east ,,starter ,,used ,,on ,,dodge ,,brothers' ,,cars #afa ,model ,g starter-generator operation -- ,wiring diagram -- ,starter-generator action -- ,mounting -- ,drive -- ,charging rate adjustment -- ,fuse -- ,locating trouble -- ,starting switch and reverse current cut-out -- ,running with battery disconnected4 ,,chapter ,,xxv4 ,,the ,,delco ,,electrical ,,system #afg ,motoring the generator -- ,cranking the engine -- ,generating electrical energy -- ,diagram of motor generator operation -- ,lubrication -- ,ignition switch -- ,circuit breaker -- ,ignition coil -- ,distributor -- ,contact breaker and timer -- ,care4 ,,chapter ,,xxvi4 ,,storage ,,battery #ahj ,construction -- ,chemical action -- ,cells -- ,electrolyte solution -- ,battery charging -- ,care and maintenance -- ,hydrometer testing -- ,battery idle -- ,battery freezing -- ,general care4 ,,chapter ,,xxvii4 ,,spark ,,plugs ,,and ,,care #ahf ,type -- ,construction -- ,connections -- ,assembling -- ,repairing -- ,cleaning -- ,general care4 ,,chapter ,,xxviii4 ,,clutch ,,construction1 ,,type ,,and ,,care #ahi ,clutch operation -- ,gear shifting -- ,change speeds -- ,cone clutch -- ,cone clutch care -- ,cone clutch adjustment -- ,multiple disc clutch -- ,borg and ,beck clutch -- ,borg and ,beck clutch adjustment -- ,disc clutch cleaning1 wet plate1 dry plate -- ,cone clutch leather -- ,cone clutch leather patterns -- ,cutting -- ,general care4 ,,chapter ,,xxix4 ,,transmissions1 ,,types1 ,,operation ,,and ,,care #aih ,operation of -- ,planetary type -- ,progressive type -- ,selective type -- ,gear shifts -- ,unit-power-plant -- ,transmission cleaning -- ,lubrication -- ,care4 ,,chapter ,,xxx4 ,,universal ,,joints #bjd ,universal joints -- ,slip joints -- ,operation -- ,construction diagram -- ,tightening -- ,lubrication -- ,care4 ,,chapter ,,xxxi4 ,,differential ,,gears #bjg ,bevel gear action -- ,construction -- ,adjusting -- ,gearless differential -- ,action -- ,adjustment -- ,advantage -- ,worm gear drive differential -- ,operation -- ,adjustment -- ,lubrication -- ,general care4 ,,chapter ,,xxxii4 ,,axle ,,types1 ,,operation ,,and ,,care #bab ,dead axles -- ,the semi-floating axle -- ,adjustment -- ,lubrication -- ,the full-floating axle -- ,construction -- ,adjustment -- ,lubrication -- ,the ,i-beam front axle -- ,the spindle -- ,steering knuckle -- ,care of all types4 ,,chapter ,,xxxiii4 ,,brake ,,types1 ,,operation ,,and ,,care #bah ,brake adjustment -- ,brake re-lining -- ,brake care -- ,brake cleaning4 ,,chapter ,,xxxiv4 ,,springs ,,and ,,spring ,,care ,,tests #bbc ,spring types -- ,spring lubrication -- ,weekly spring care -- ,bi-monthly spring care -- ,spring wrapping4 ,,chapter ,,xxxv4 ,,alignment #bbi ,wheel alignment -- ,lengthwise -- ,crosswise -- ,axle alignment -- ,lengthwise -- ,alignment tests -- ,mechanical alignment -- ,lengthening wheelbase4 ,,chapter ,,xxxvi4 ,,steering ,,gears1 ,,type ,,and ,,construction #bcb ,operation of worm and sector type -- ,adjustment of worm and sector type -- ,worm and nut type -- ,adjustment of worm and nut type -- ,rack and pinion type -- ,connections -- ,drag link -- ,general care4 ,,chapter ,,xxxvii4 ,,bearing ,,types1 ,,use ,,and ,,care #bcf ,plain bearings -- ,bushings -- ,roller bearings -- ,flexible roller bearings -- ,radial ball bearings -- ,thrust ball bearings -- ,end thrust -- ,double thrust -- ,cleaning -- ,care -- ,maintenance4 ,,chapter ,,xxxviii4 ,,car ,,arrangement #bdc ,showing location and names of parts -- ,adjustment -- ,general care4 ,,chapter ,,xxxix4 ,,overhauling ,,the ,,car #bdg ,instructions showing how to go about it -- ,and how to give the car a thorough overhauling4 ,,chapter ,,xl4 ,,repair ,,equipment #bea ,road repair necessities -- ,shop repair necessities4 ,,chapter ,,xli4 ,,car ,,cleaning1 ,,washing ,,and ,,care #bec ,body construction -- ,body washing -- ,running gear washing -- ,engine cleaning -- ,cleaning upholstering -- ,rug cleaning -- ,windshield cleaning -- ,sedan or closed body cleaning -- ,tire cleaning -- ,rim cleaning -- ,light lens cleaning -- ,caution4 ,,chapter ,,xlii4 ,,tires1 ,,build1 ,,quality ,,and ,,care #bef ,tire care -- ,tire chains -- ,cross chains -- ,tube care -- ,tube repairing -- ,tire and tube storage4 ,,chapter ,,xliii4 ,,electrical ,,system #bei ,general overhauling and tuning hints4 ,,chapter ,,xliv4 ,,automobile ,,painting #bfb ,,chapter ,,xlv4 ,,carbon ,,removing #bfc ,,trouble ,,hints #bfd ,,ford ,,supplement4 ,i ,the car -- its operation and care #bfi ,,ii ,the ,ford ,engine #bgg ,,iii ,the ,ford ,cooling ,system #bhg ,,iv ,the ,gasoline ,system #bij ,v ,the ,ford ,ignition ,system #bie ,,vi ,the ,ford ,transmission #cja ,,vii ,the ,rear ,axle ,assembly #cjg ,,viii ,the ,ford ,muffler #caj ,,ix ,the ,ford ,running ,gear #caa ,x ,the ,ford ,lubrication ,system #caf ,,xi ,care of ,tires #cbj ,,xii ,points of ,maintenance #cbc ,,xiii ,the ,ford ,one ,ton ,truck #cbe ,,xiv ,the ,f4 ,a4 ,starting and ,lighting ,system ,installed on ,sedans and ,coups #cbh ,,index #cce ,,illustrations ,,figure ,,page #a4 ,typical ,four-,cylinder ,block #ac #b4 ,cylinder ,block with ,head ,removed #ac #c4 ,removable ,cylinder ,head 7,reversed7 #ad #d4 ,typical ,cylinder ,piston #ae #e4 ,typical ,piston ,ring #ae #f4 ,typical ,connecting ,rod #af #g4 ,counter-,balanced ,crank ,shaft #ag #h4 #e-,m-,b ,crank ,shaft #ag #i4 ,cam ,shaft #ah #aj4 ,flywheel #ai #aa4 #h-;,cylinder ,valve ,arrangement #bb #ab4 ,poppet ,valve #bc #ac4 ,valve ,types1 ,location and ,operation #bd #ad4 ,valve ,timing ,marks #be #ae4 ,knight ,valve-,timing ,marks -- #d-;,cylinder #bg #af4 ,knight ,valve-,timing ,marks -- #h-;,cylinder #bh #ag4 #d-,stroke ,cycle #bi #ah4 ,diagram of ,action1 #d-;,cylinder #d-;,cycle ,engine #ca #ai4 ,power ,stroke ,diagram #cb #bj4 ,buick ,engine -- ,parts ,assembly #cf #ba4 ,buick ,engine -- ,location ,inside ,parts ,assembly #cg #bb4 ,buick ,motor -- ,end ,view #ch #bc4 ,liberty ,u4 ,s4 ,a4 ,engine #ci #bd4 ,splash ,oiling #da #be4 ,plunger ,pump ,oiling ,system #db #bf4 ,stromberg ,model ,m ,carburetor -- ,sectional ,view #df #bg4 ,stromberg ,carburetor ,model ,m -- ,air ,bleeder ,action #dg #bh4 ,stromberg ,carburetor ,model ,m -- ,accelerating ,well #di #bi4 ,stromberg ,carburetor ,model ,m -- ,idling ,operation #ea #cj4 ,stromberg ,carburetor -- ,throttle ,open #eb #ca4 ,stromberg ,carburetor -- ,throttle ,wide ,open #ec #cb4 ,stromberg ,model ,m -- ,adjustment ,points #ee #cc4 ,stromberg ,model 8,l0 -- ,adjustment ,points #eh #cd4 ,sunderman ,carburetor #fj #ce4 ,sunderman ,carburetor #fa #cf4 ,sunderman ,carburetor #fb #cg4 ,sunderman ,carburetor #fc #ch4 ,schebler ,model ,r ,carburetor ,assembled #fd #ci4 ,stewart ,carburetor #ff #dj4 ,carter ,carburetor #gj #da4 ,schebler ,carburetor ,model ,ford ,a -- ,sectional ,view #gb #db4 ,schebler ,carburetor ,model ,ford ,a -- ,adjustment ,points #gc #dc4 ,holley ,kerosene ,carburetor #gf #dd4 ,holley ,kerosene ,carburetor ,installment #gg #de4 ,hot ,spot ,manifold #gi #df4 ,holley ,vapor ,manifold -- ,ford ,cars #hj #dg4 ,thermo-,syphon ,cooling ,system #hb #dh4 ,muffler -- ,three ,compartment #hf #di4 ,muffler #hg #ej4 ,vacuum ,system -- ,top ,arrangement #hi #ea4 ,vacuum ,system ,installation #ij #eb4 ,vacuum ,system ,diagram -- ,stewart ,warner #ia #ec4 ,vacuum ,system -- ,inside ,view of ,parts #id #ed4 ,coil ,diagram #if #ee4 ,dynamo -- ,diagram of ,action #ih #ef4 ,magnets -- ,pole ,blocks #aja #eg4 ,armature ,core -- ,wound ,armature #ajb #eh4 ,primary and ,secondary ,winding and ,current ,direction #ajb #ei4 ,breaker -- ,slip ,ring -- ,distributor #ajc #fj4 ,bosch ,m ,distributor and ,interruptor -- ,housing ,removed #ajf #fa4 ,wiring ,diagram ,bosch ,magneto1 ,type ,,zr-#d #ajg #fb4 ,wiring ,diagram1 ,north-,east ,system -- on ,dodge ,car #aae #fc4 ,north-,east ,distributor -- ,model ,o -- ,ignition #aaf #fd4 ,north ,east ,breaker-,box #aah #fe4 ,automatic ,spark ,advance ,mechanism -- ,north ,east #aba #ff4 ,atwater ,kent ,circuit ,diagram -- ,type ,c4 ,c4 #abg #fg4 ,atwater ,kent ,contact ,breaker -- ,type ,c4 ,c4 #abh #fh4 ,atwater ,kent ,distributor and ,contactless ,block #abh #fi4 ,distributor ,wire ,connections to ,distributor #abi #gj4 ,atwater ,kent ,type ,c4 ,c4 ,wiring ,diagram #acj #ga4 ,atwater ,kent ,contact ,breaker -- ,diagram of ,action -- ,type ,k-#b ,system #acc #gb4 ,atwater ,kent ,contact ,breaker -- ,diagram of ,action -- ,type ,k-#b ,system #acc #gc4 ,atwater ,kent ,contact ,breaker -- ,diagram of ,action -- ,type ,k-#b ,system #acd #gd4 ,atwater ,kent ,contact ,breaker -- ,diagram of ,action -- ,type ,k-#b ,system #acd #ge4 ,atwater ,kent ,distributor and ,contactless ,block #ace #gf4 ,atwater ,kent ,wiring ,diagram ,type ,k-#b #acf #gg4 ,atwater ,kent ,k-#b ,wiring #acg #gh4 ,atwater ,kent ,automatic ,spark ,advance ,mechanism -- ,a-,k ,type ,k-#b #ach #gi4 ,atwater ,kent ,contact ,breaker -- ,oiling ,diagram -- ,a-,k ,type ,k-#b #aci #hj4 ,philbrin ,contact ,maker -- ,point ,adjustment #ada #ha4 ,philbrin ,contact ,maker and ,distributor ,blade #adb #hb4 ,switch ,case #adc #hc4 ,duplex ,high ,frequency ,switch #add #hd4 ,philbrin ,wiring ,diagram #ade #he4 ,bijur #b-,v ,system ,mounted on ,hupmobile ,engine #adi #hf4 ,bijur ,starter ,mechanism ,showing ,action #aea #hg4 ,bijur ,starter ,mechanism ,showing ,action #aeb #hh4 ,wiring ,diagram ,model ,n -- ,hupmobile #aec #hi4 ,wiring ,diagram -- ,jeffrey-,chesterfield ,six #aee #ij4 ,wiring ,diagram -- ,jeffrey ,four #aeh #ia4 ,hydrometer ,syringe #aei #ia4 ,dodge ,wiring ,diagram #afb #ib4 ,north ,east ,model ,g ,starter ,generator #afd #ic4 ,delco ,motor ,generator -- ,showing ,parts #afh #id4 ,delco ,motor ,generator -- ,diagram of ,operation #agj #ie4 ,delco ,ignition ,switch ,plate #agc #if4 ,delco ,ignition ,switch ,circuit ,breaker -- ,mounted #agc #ig4 ,delco ,ignition ,coil #age #ih4 ,delco ,wiring ,diagram -- ,buick ,cars #agf #ii4 ,delco ,ignition ,distributor #agg #ajj4 ,delco ,ignition ,contact ,breaker and ,timer #agh #aja4 ,storage ,battery1 ,sectional ,view #ahj #ajb4 ,storage ,battery1 ,sectional ,view #ahb #ajc4 ,hydrometer ,syringe #ahc #ajd4 ,spark ,plug #ahg #aje4 ,cone ,clutch and ,brake #aij #ajf4 ,multi-,disc ,unit ,power ,plant1 ,clutch and ,transmission #aib #ajg4 ,borg and ,beck ,clutch #aic #ajh4 ,cone ,clutch ,leathers -- ,pattern -- ,cutting #aif #aji4 ,friction ,transmission #aii #aaj4 ,selective ,type of ,gear ,shifts #bjj #aaa4 ,sliding ,gear ,transmission -- ,sectional ,view #bja #aab4 ,clutch and ,transmission ,assembly -- ,unit ,power ,plant #bjc #aac4 ,slip ,joint and ,universal #bjd #aad4 ,universal ,joint ,construction ,diagram #bje #aae4 ,differential ,action ,diagram #bjg #aaf4 ,differential ,assembly #bjh #aag4 ,differential ,adjusting ,points #bji #aah4 ,allen ,gearless ,differential #baj #aai4 ,semi-,floating ,rear ,axle #bac #abj4 ,full-,floating ,axle -- ,wheel-,end ,arrangement #bad #aba4 ,full-,floating ,axle #bad #abb4 ,steering ,knuckle and ,front ,axle ,parts #bae #abc4 ,i-,beam ,front ,axle #baf #abd4 ,brake -- ,types and ,adjustment #bai #abe4 ,brake -- ,showing ,toggle ,arrangement #bbj #abf4 ,transmission ,brake -- ,equalizer #bbj #abg4 ,brake -- ,arrangement and ,adjustment -- 8,buick0 #bba #abh4 -,elliptical ,front ,spring #bbf #abi4 ,full-,elliptic ,spring #bbf #acj4 -,elliptical ,rear ,spring #bbg #aca4 ,platform ,spring #bbg #acb4 ,cantilever ,spring1 ,front #bbh #acc4 ,cantilever ,spring1 ,rear #bbh #acd4 ,wheel ,alignment ,diagram #bcj #ace4 ,worm and ,sector ,steering ,gear #bcc #acf4 ,worm and ,nut ,steering ,gear #bcd #acg4 ,rack and ,pinion ,type ,steering ,gear #bcd #ach4 ,steering ,wheel #bce #aci4 ,plain ,bearings or ,bushings #bcf #adj4 ,shims #bcg #ada4 ,bock ,roller ,bearing #bcg #adb4 ,hyatt ,roller ,bearing #bch #adc4 ,double ,row ,radial ,ball ,bearing #bci #add4 ,double ,row ,thrust ,bearing #bda #ade4 ,end ,thrust ,bearing #bda #adf4 ,car ,arrangement #bde #adg4 ,ford ,motor -- ,sectional ,view #bgh #adh4 ,ford ,motor -- ,valve and ,cylinder ,assembly #bgi #adi4 ,ford ,fuel ,system #bij #aej4 ,ford ,transmission ,assembly #cjc #aea4 ,ford ,rear ,axle ,system #cjh #aeb4 ,ford ,brake #cji #aec4 ,ford ,spindle #caa #aed4 ,ford ,chassis ,oiling ,chart #cag ,,the ,,automobile ,,owner',s ,,guide ,,introductory ,,chapter ,,history ,,of ,,the ,,gas ,,engine ,,and ,,early ,,automobile ,,construction ,a great many experiments were conducted with the explosive type of motor between #ahdj and #ahfj4 ,these motors were very heavy and crude affairs and furnished little or no power4 ,they were either abandoned or given up by those conducting the experiments1 and had all but disappeared in the later #ej's4 ,the chief difficulties that they could not overcome were1 the finding of a suitable and combustible fuel1 a way to distribute it to the explosion chambers in proper proportion1 and a device to ignite it at the proper time4 ,many of these early inventions used coal tar gases and gunpowder as fuel4 ,the first designs for an internal combustion engine of the four stroke cycle type were devised in #ahfb by ,m4 ,beau de ,rochas4 ,these designs were taken in hand by a ,german by the name of ,otto1 and many experiments were conducted by him and two other ,germans1 ,daimler and ,benz1 which resulted in a fairly successful engine4 ,the ,otto ,gas ,engine ,co41 of ,deutz1 ,germany1 was then formed with ,daimler as general manager4 ,experiments were carried on which resulted in many improvements1 such as valve adjusting and electrical spark ignition4 ,many other smaller improvements were worked out which overcame many of the difficulties of the former and cruder devices4 ,the first gas engines were all of the single cylinder type1 very heavily constructed and produced from three to five horse power4 ,in #ahhf1 ,daimler conceived the idea of constructing the multiple type of engine with water-jacketed cylinders4 ,benz also completed a very successful motor in the late fall of #ahhf1 which embodied the water cooling idea4 ,the practical beginning of the gas engine as a factor in vehicle propulsion began in the fall of #ahhf1 when ,daimler applied his motor to a two-wheeled contrivance1 which greatly resembled our present-day motorcycle4 ,while this machine ran1 it was not considered a very great success4 ,benz in the early part of #ahhg1 connected his motor to a three-wheeled vehicle with which he was able to travel at the rate of three miles per hour4 ,the real beginning of the present-day automobile took place in ,paris1 ,france1 in #ahij1 when ,m4 ,panhard secured the patent rights from ,daimler to use his engine4 ,he then built a four-wheeled vehicle1 which carried some of the ideas of present-day construction1 such as a steering device and brakes4 ,to this he applied his engine and was able to travel at the rate of six miles per hour4 ,in #ahia ,peugeot ,frres completed their vehicle and installed a ,benz engine4 ,this vehicle or car1 as it was then called by the ,french government on account of its being mechanically driven1 was able to make from seven to eight miles per hour4 ,the perfecting of the automobile was hampered very much between the years #ahia and #ahih by stringent laws that had been enacted by the ,french government1 which all but prohibited the driving of a car on the public thoroughfare4 ,the first ,american-made automobile of the gas propelled type was completed in the year #ahib by ,charles ,duryea4 ,this car embodied many of our present-day ideas but was very lightly constructed and under-powered4 ,in #ahic another car made its appearance in ,america4 ,this car was built by ,edward ,t4 ,haynes and was the beginning of the present-day ,haynes' line of famous cars4 ,the first automobile club was organized in ,paris1 ,france1 in the year #ahid with the ,marquis de ,dion as president4 ,the purpose of this club was to secure a reformation of the laws that had been enacted when the automobile made its first appearance on the public thorough-fare1 and to make laws and rules to govern automobile racing4 ,at that time it was necessary when driving on a public highway to have some one run seventy-five feet in advance of a car waving a red flag1 and to shout a warning at street intersections4 ,these stringent laws1 however1 were repealed by the government through influential aid brought to bear on it by the automobile club assisted by the rapid progress of the automobile industry4 ,,purchasing ,a ,,new ,,car ,,things ,,to ,,be ,,considered ,,to ,,make ,,the ,,investment ,,safe ,when you are going to buy a new car go about it in this manner and protect your investment4 ,first4--,choose the car that suits you best in regard to cost1 operation1 and appearance4 ,second4--,inquire as to the financial status of the manufacturer4 ,if there is anything wrong with the car1 or the management of the company1 it will show up here4 ,third4--,orphaned cars may run as well and give as good service as anybody could ask for1 but when a company fails or discontinues to manufacture a model1 the car immediately loses from one-third to one-half of its actual value4 ,that is1 providing you wish to trade it in or sell it as a used car4 ,fourth4--,what kind of service does the agency in your vicinity give8 ,do they take any interest in the cars they sell after they are in the hands of the purchaser8 ,fifth4--,the amount of interest taken in your purchase by the agent or service station usually determines the amount of depreciation at the end of the season4 ,sixth4--,if you are purchasing your first car some little adjustments will be required1 and conditions will arise that require understanding and attention4 ,you1 therefore1 must acquire either a functional and mechanical knowledge of the operation1 or depend on the agent or service station for help4 ,seventh4--,you will probably say that you can get along without such help4 ,you probably can1 but what will be the results8 ,will you be required to stand a loss in the long run resulting from excessive repair bills and depreciation which could have been prevented to a great extent8 ,eighth4--,remember that an agent can fool you when you are buying1 but that you cannot fool him if you wish to sell or trade in4 ,ninth4--,remember that this book1 ,the ,automobile ,owners' ,guide1 was written to assist you in just such cases as we have presented1 and that by spending a little time in study you can acquire a working knowledge of your car1 and become independent of the service station and the agent1 which will result in a big saving in both repair bills and depreciation4 ,,purchasing ,a ,,used ,,car ,,how ,,to ,,estimate ,,its ,,value ,the question is often asked1 ,does it pay to invest money in a second-hand car8 ,the answer may be either yes or no1 and depends entirely upon the condition of the car4 ,for example1 ,a and ,b purchase a new car at the same time4 ,a is rather conservative4 ,he is also a careful driver and gives his car the best of attention4 ,b is a careless driver and pays little or no attention to adjustments and lubrication4 ,a has seen to proper lubrication and has kept the parts properly adjusted and tightened up1 and his careful driving has kept the alignment in perfect condition4 ,his car at the end of the first season requires a little overhauling which will put it in as good condition as it was when it was new as far as service is concerned1 and it is worth #he to #ij per cent of its original value4 ,b has not seen to proper lubrication and has allowed his motor to overheat4 ,the cylinders and pistons are scored and worn1 and the valves are warped and do not seat properly4 ,he drove into deep ruts and chuck-holes1 and bumped into curbs and posts while turning around4 ,his axles and wheels are out of line2 the frame and all the running parts which it supports are out of alignment4 ,overhauling will not put this car in ,a-#a condition1 and it is not worth more than #cj per cent4 of the original cost price4 ,it would be a poor investment at any price to an owner who is buying it for his own use4 ,selecting and ,testing a ,used ,car4--,first4--,if you are buying from a dealer who trades in cars1 judge his statement of the condition of a car according to his ability as a mechanic and according to his reputation for accuracy4 ,if you are buying from a reputable used car dealer his word can usually be taken as a correct statement of conditions as his business depends upon the accuracy of his statements and he knows the condition of a car before he buys it4 ,second4--,see the former owner4 ,get his statement of the condition of the car and the care it has had1 and judge it by his appearance1 and the general appearance of his home and property4 ,third4--,if the car is listed as ,rebuilt or ,overhauled1 see if the oil-pan1 differential1 and transmission covers have been removed4 ,if this has been done the old grease will either have been cleaned off or show marks of the removal4 ,if these marks are found the proper adjustments and replacements have probably been made4 ,fourth4--,don't judge the mechanical condition of a car by its outward appearance4 ,fifth4--,examine the tires and figure the cost of replacement if any are found in poor condition4 ,sixth4--,jack up the front axle and test the wheels for loose or worn bearings4 ,seventh4--,grasp the wheel at the top and bottom and wiggle it to determine whether the spindle bolts or steering device connections are worn4 ,eighth4--,jack up the rear axle1 set the gear shift-lever into high-speed1 move the wheel in and out from the bottom to discover worn bearings1 and move the wheel1 forward and backward1 to determine the amount of back-lash in the differential and universal joints4 ,ninth4--,test the compression of the cylinders while the engine is cold using the hand crank4 ,if one cylinder is found weak1 a leak exists and the escaping compression can be heard4 ,tenth4--,run the motor until it is warm4 ,if any weakness in compression is noticeable the cylinders are probably scored1 or the rings may be worn4 ,the valves may also be warped1 thereby preventing them from seating properly4 ,eleventh4--,examine the shoulders of the cross-members supporting the engine1 radiator1 or transmission to see if they are cracked or broken4 ,twelfth4--,the battery may have deteriorated through improper attention4 ,test the solution with a hydrometer4 ,if it is found well up1 it can be passed as ,o4 ,k4 ,thirteenth4--,don't judge the condition of the car by the model1 as a two or three-year-old model may be in better mechanical condition than a six-month or year-old model4 ,,driving ,,instructions ,a new driver should remain cool and take things in a natural way as a matter of course4 ,there is nothing to get nervous or excited about when learning to drive a car4 ,any one can master the art of driving quickly by remaining cool and optimistic4 ,first4--,acquire some definite knowledge of the operation of the engine and its accompanying devices4 ,second4--,have some one explain the operation of the accelerator1 spark1 and throttle levers4 ,third4--,study the relative action of the clutch and gear-shifting pedal4 ,fourth4--,the new driver takes the wheel and assumes a natural and calm position with the muscles relaxed4 ,fifth4--,he adjusts the motor control levers4 ,the throttle lever is advanced one-fourth its sliding distance on the quadrant4 ,the spark lever is set to one-half the sliding distance on the quadrant4 ,sixth4--,push the ignition-switch button1 ,,in1 or ,,on1 and press the starter button1 letting it up as soon as the engine begins to fire4 ,seventh4--,not all gear-shifts are marked1 consequently it is a good idea to let the new driver feel out the different speed changes4 ,this is accomplished by pushing out the clutch and placing the shift-lever into one of the four slots4 ,now let up the clutch pedal until it starts to move the car1 continue the feeling-out process until the reverse speed gear is located1 and at this point impress on him that first and reverse speeds1 are always opposite each other1 lengthwise either on the right or left side of neutral1 while second speed is always crosswise opposite reverse1 and high-speed is opposite first on the other side of neutral4 ,eighth4--,starting the car with engine running1 advance the spark-lever three-fourths the distance on the quadrant1 advance the throttle until the engine is turning over nicely 7not racing74 ,place one hand on the steering-wheel and with the other grasp the gear-shift-lever1 push in the clutch pedal1 hold it for five seconds1 in order that the clutch brake may stop rotation4 ,place the shift-lever into the first-speed slot and let up on the clutch pedal4 ,the car should be driven four or five hundred feet on this speed until the driver acquires the 8nack0 of steering4 ,ninth4--,to shift to second speed advance the gas throttle until the car gathers a smooth rolling motion1 press in the clutch pedal and allow three to five seconds for the brake to retard the speed of the clutch1 then shift the lever to second speed and release the clutch pedal easily4 ,tenth4--,to shift into high-speed retard the throttle lever a trifle 7to prevent the engine from racing71 throw out the clutch and shift the lever into the high-speed slot4 ,perform these operations slowly but without hesitation4 ,eleventh4--,to shift to reverse speed go through the same operation that you followed when first was used1 except that the shift-lever is placed in the reverse slot4 ,twelfth4--,the reverse speed-gear is never engaged unless the car is at a 8stand-still10 as this gear turns in an opposite direction4 ,thirteenth4--,always test the emergency brake lever and the speed shift-lever1 to be sure that they are in a neutral position before starting the engine4 ,fourteenth4--,remember that in case of emergency the car can be stopped quickly by pushing in both foot-pedals4 ,pressure on the clutch pedal disconnects the engine from the car1 while pressure on the 8foot0 or service brake pedal1 slows up the motion of the car and will bring it quickly to a stand-still4 ,fifteenth4--,always push the clutch out when using the service brake to check the rolling motion of the car4 ,sixteenth4--,when you wish to stop the car and motor kick out the clutch and hold it in this position while you stop the rolling motion of the car with the service brake and shift the gears to neutral4 ,then set the emergency brake and turn off the switch to stop the motor4 ,if the engine cannot take the car up a steep grade in low speed 7due to defective motor or gravity fuel feed7 stop1 engage reverse speed1 turn off the ignition switch1 and let the car back down to level or a place where you can turn around1 and back up the hill4 ,the reverse speed is geared from one and a half to two times lower than first speed4 ,nineteen4--,to stop the back wheels from skidding turn the front wheels in the direction which the back wheels are sliding and release the brakes4 ,turning away or applying the brakes adds momentum to the sliding motion4 ,twenty4--,if for any reason you must or cannot avoid driving into the ditch unless the ditch is very shallow1 turn the car directly toward the opposite bank4 ,the front or rear springs will lodge in the bank and prevent the car from rolling over and crushing the occupants1 and the car can be drawn out more easily from this position4 ,,road ,,rules ,,for ,,city ,,and ,,country #a4--;,be courteous to all whom you meet and give your assistance if necessary4 #b4--,when encountering a bad stretch of road1 with the track on your side1 don't drive in and force another machine coming towards you to get out of the track4 ,,wait4 #c4--,never block a track4 ,in case you wish to stop and talk to some one1 drive to one side4 #d4--,keep on the right hand side of the road at all times1 whether moving or standing1 except as prescribed in ,paragraph #e4 #e4--;,in passing vehicles traveling in the same direction1 always pass on the left and blow the horn4 #f4--;,in passing a vehicle that has just stopped1 slow down and sound the horn4 #g4--;,in changing your direction1 or stopping1 always give the appropriate hand signal4 #h4--;,hand signals1 straight up or up on #de angle1 ,,stop4 ,straight out or horizontal1 ,,turning ,,to ,,the ,,left4 ,down at an angle of #de1 ,,turning ,,to ,,the ,,right4 #i4--,the distance between vehicles outside of towns and cities1 #bj yards2 between vehicles passing through towns and cities1 #e yards2 between vehicles halted at the curb1 #b yards4 #aj4--;,bring all vehicles under easy control at street and road intersections4 #aa4--;,a maximum driving speed should not exceed #g miles in business sections of cities1 #ae miles in residential sections1 #be miles on country roads4 #ab4--;,form the habit of slowing down and looking both ways before crossing tracks4 #ac4--;,always pass a street car on the right side4 #ad4--;,always stop #h feet from a street car when passengers are getting off1 unless there is a safety zone1 then drive slowly4 #ae4--,never drive over the side-walk line while waiting for signal of traffic officer4 #af4--,notify traffic officer which way you wish to turn with hand signal4 #ag4--;,always stop and wait for an opening when driving from a side street or road into a main thoroughfare4 #ah4--,make square turns at all street corners unless otherwise directed by traffic officer4 #ai4--;,if you wish to turn from one street into another wait until the traffic officer gives the straight ahead signal1 then give the appropriate signal to those in the rear4 #bj4--;,always drive near the curb when you wish to turn to the right1 and to the right of the center line of the street when you wish to turn to the left4 #ba4--;,drive straight ahead at #dbnd ,st4 and #eth ,ave41 ,n4 ,y41 and at ,market and ,broad ,st41 ,newark1 ,n4 ,j4 ,these corners handle more traffic than any two corners in the ,united ,states4 ,no turns are made at either corner4 #bb4--;,exercise care not to injure road ways4 #bc4--;,do not damage improved roads by the use of chains when unnecessary4 #bd4--;,in case the car is not provided with chains1 rope wrapped around the tires will make a good substitute4 #be4--;,in case of fire1 do not try to put it out with water as the gasoline will only float and spread the fire4 ,use a fire extinguisher or smother with sand or with a blanket4 ,,what ,,to ,,do ,,in ,,case ,,of ,,accident #a4--;,in case of injury to person or property stop car and render such assistance as may be needed4 #b4--,secure the name of person injured or of owners of said property4 #c4--,secure names and addresses of witnesses to the accident4 #d4--;,draw diagram of streets as shown in ,fig4 ,a4 ,show relative positions of the colliding vehicles and the object of pedestrian just before the accident4 #e4--,label streets and every object depicted and add measurements and line showing course followed by vehicles1 etc41 and any explanatory statements which would aid an understanding of the occurrence4 ,illustration3 ,main ,st4 ,side ,st4 ,fig4 ,a4 ,street ,intersection #f4--;,file this report at police headquarters4 ,,chapter ,i ,,gas ,,engine ,,construction1 ,,and ,,parts ,we will use for purposes of illustration the common four-cylinder1 four cycle1 cast en bloc1 8,l0-head type of motor1 as this type is used probably by #ij of the automobile manufacturers4 ,the block of this type of motor is cast with an overlapping shoulder at the upper left hand side which contains a compartment adjoining the combustion chamber in which the intake and exhaust valves seat1 and the casting is made1 in the shape of the ,capital letter ,l turned upside down4 ,this arrangement allows both valves to seat in one chamber and to operate from one cam shaft4 ,the operation of each cylinder is identically the same whether you have a one or a many cylindered motor1 consequently when you have gained a working knowledge of one cylinder1 others are a mere addition4 ,this may sound confusing when the eight or twelve cylindered motor is mentioned1 but is more readily understood when we consider the fact that an eight or twelve cylindered motor is nothing more than two fours or two sixes1 set to a single crank-case or base in ,v-shape to allow the connecting rods of each motor to operate on a single crank shaft4 ,this arrangement also allows all the valves to operate from a single cam shaft1 thereby making the motor very rigid and compact1 which is an absolute necessity considering the small space that is allowed for the motor in our present-day designs4 ,fig4 #a4 ,the casting or block1 which is the foundation of the whole motor or engine1 usually has a removable head which allows for easy access to the pistons and valves4 ,the block is cast with a passage or compartment through the head and around the cylinders through which water circulates for cooling the adjoining surfaces of the cylinders4 ,this alleviates the danger from expansion and contraction caused by the tremendous heat generated in and about the combustion chambers4 ,this block also contains the cylinders and valve seats4 ,the pistons and valves are fitted to their respective positions as construction progresses4 ,illustration3 ,exhaust ,pt4 ,intake ,pt4 ,re4 ,plate ,det4 ,head ,cyl4 ,block ,upper ,crankcase ,lower ,crankcase ,fig4 #a4 ,typical ,four-cylinder ,block ,fig4 #b4 ,the block with head removed shows the smooth flush surface of the block face and the location of the cylinders in which the pistons operate or slide1 with each power impulse or explosion4 ,when the piston is at its upper extreme it comes within a sixteenth of an inch of being flush with the top of the block1 while the valves 7also shown in ,fig4 #b7 rest on ground-in seats1 in their respective chambers1 and are operated by a stem which extends downward from the head through a guide bushing in the block to the cam shaft4 ,illustration3 ,pistons ,water ,vents ,intake ,valve ,exhaust ,valve ,fig4 #b4 ,cylinder ,block ,with ,head ,removed ,the location of the water vents is also shown1 through which water is circulated to prevent the cylinders from overheating which would cause the pistons to 8stick0 from expansion4 ,fig4 #c4 ,the top or head of the motor is removed1 exposing the combustion chambers4 ,these chambers must be absolutely air-tight as the charge of gas drawn in through the inlet valve is compressed here before the explosion takes place1 and low compression means a weak explosion1 which causes the motor to run with an uneven-jumpy motion1 and with an apparent great loss of power4 ,a copper fiber insert gasket is placed between the top of the block and the head before it is bolted down4 ,this gasket prevents any of the compression from escaping through unevenness of the contact surfaces1 as metal surfaces are prone to warp when exposed to intense heat4 ,it is necessary to turn the bolts in the head down occasionally1 as the heat causes expansion4 ,the following contraction1 which loosens them1 results in a loss of compression and a faulty operation of the motor4 ,illustration3 ,combustion ,chamber ,spark ,plug ,vent ,water ,circulating ,vent ,bolt ,holes ,fig4 #c4 ,removable ,cylinder ,head 7,reversed7 ,the spark-plug vents through the head are usually located directly over the piston although in some cases they are over the valve head and in some motors which are cast without a removable head they may be at one side of the combustion chamber4 ,the location of the spark-plug does not materially affect the force of the explosion1 although when it is located directly over the piston a longer plug may be used1 as the pistons do not come up flush with the top of the block1 and a spark-plug extended well into the combustion chamber will not become corroded with carbon or burnt oil as is usually the case with a plug which does not extend beyond the upper wall surface of the combustion chamber4 ,fig4 #d4 ,the plunger or piston is turned down to fit snugly within the cylinder and is cast hollow1 with two shoulders extending from the inside wall4 ,illustration3 ,head ,ring ,wrist ,pin ,oil ,ring ,ring ,groove ,bushing ,wrist ,pin ,set ,screw ,ring ,groove ,set ,screw ,bushing ,wrist ,pin ,fig4 #d4 ,typical ,cylinder ,piston ,fig4 #d;,a shows a split piston4 ,three grooves are cut into it near the head to receive the piston rings4 ,the width and depth of these grooves vary according to the size of the piston4 ,a hole is bored through the piston and shoulders about half way from each end4 ,the bushing or plain bearing shown in ,fig4 #d;,b is pressed into this hole and forms a bearing for the wrist pin also shown in ,fig4 #d;,b4 ,wrist pins are usually made of a much softer metal than the bearing1 and are subjected to severe duty1 which often causes them to wear and produce a sharp knock2 this may be remedied by pressing out the pin1 giving it a quarter turn1 and replacing it in that position4 ,illustration3 ,fig4 #e4 ,typical ,piston ,ring ,fig4 #e shows a split joint piston ring4 ,piston rings are usually made from a high grade gray iron1 which fits into the grooves in the piston and springs out against the cylinder walls1 thereby preventing the compressed charge of gas from escaping down the cylinder1 between the wall and the piston4 ,fig4 #e;,a shows a piston equipped with leak-proof rings2 this type of piston ring has overlapping joints1 and gives excellent service1 especially when used on a motor which has seen considerable service4 ,fig4 #e;,b illustrates how piston rings may line up1 or become worn from long use1 or from faulty lubrication4 ,this trouble may be easily detected by turning the motor over slowly4 ,the escaping charge can usually be heard and the strength required to turn the motor will be found much less uniform on the defective cylinder4 ,the motor should be overhauled at least once every year1 and by applying new rings to the pistons at this time new life and snappiness may be perceived at once4 ,the connecting rod shown in ,fig4 #f has a detachable or split bearing on the large end1 and takes its bearing on the crank pin of the crank shaft4 ,the small or upper end may have either a hinge joint or press fit to the wrist pin4 ,this rod serves as a connection and delivers the power stroke from the piston to the crank shaft4 ,these rods are required to stand very hard jars caused by the explosion taking place over the piston head4 ,the bearings are provided with shims between the upper and lower half for adjusting4 ,piston or connecting rod bearings must be kept perfectly adjusted to prevent the bearings from cracking or splitting which will cause the rod to break and which may cause considerable damage to the crank case4 ,illustration3 ,wrist ,pin ,bearing ,upper ,half ,crank ,pin ,bearing ,lower ,half ,bearing ,end ,overlaps ,shims ,bushing ,rod ,shims ,bolts ,fig4 #f4 ,typical ,connecting ,rod ,fig4 #g shows a counter balanced crank shaft4 ,this type of crank-shaft is provided with weights which balance the shaft and carry the momentum gathered in the revolution4 ,illustration3 ,rear ,main ,bearing ,weight ,center ,main ,bearing ,front ,main ,bearing ,fly ,wheel ,attached to this ,ring ,timing ,gear ,attached ,here ,crank ,pin ,crank ,pins ,fig4 #g4 ,counter-,balanced ,crank ,shaft ,illustration3 ,main ,bearings ,fig4 #h4 #e-,m-,b ,crank ,shaft ,fig4 #h shows the plain type of crank shaft with the timing gear attached to the front end and the fly-wheel attached to the rear end4 ,the crank shaft shown is carried or held by five main bearings1 which is an exception1 as the majority of motor manufacturers use only three main bearings to support the crank shaft1 while in some of the smaller motors only two are used4 ,these bearings are always of the split type1 the seat for the upper half is cast into the upper part of the crank-case1 and the lower half is usually attached to the upper half by four bolts which pass through the flange at each side of the bearing4 ,small shims of different sizes are employed between the flanges of each half of the bearing in order to secure a perfect adjustment which is very essential1 as these bearings are subjected to heavy strains and severe duty4 ,a shim may be removed occasionally as the bearing begins to show wear4 ,a worn main bearing can be detected by placing the metal end of a screw-driver or hammer on the crank-case opposite the bearing and the other end to the ear4 ,if the bearing is loose or worn a dull bump or thud will be heard4 ,this looseness should be taken up by removing a shim of the proper thickness4 ,illustration3 ,cam ,gear ,bearings ,cams ,cams ,fig4 #i4 ,cam ,shaft ,main bearings run loose for any length of time will be found very hard to adjust as the jar which they are subjected to invariably pounds them off center which makes readjustment a very difficult task to accomplish with lasting effect4 ,new main bearings in a motor should always be scraped to secure a perfect fit4 ,a loose piston or connecting rod bearing will produce a sharp knock which can easily be determined from the dull thud produced by a loose main bearing4 7,fig4 #i47 ,the cam shaft revolves on bearings and is usually located at the base of the cylinders on the left hand side looking toward the radiator and carries a set of cams for each cylinder4 ,the cam pushes the valve open1 and holds it in this position1 while the piston travels the required number of degrees of the cycle or stroke4 ,the cam shaft is driven from the crank shaft usually through a set of timing gears1 and operated at one-half the speed of the crank shaft in a four cycle motor1 as a valve is only lifted once1 while the crank shaft makes two revolutions or four strokes4 ,the cam-shaft bearings1 and the timing gears are usually self-lubricating and require very little attention4 ,timing of the cam shaft is a rather difficult matter and will be treated in a following chapter under the head of valve timing4 ,illustration3 ,start ,gear ,key-,seat ,shaft-,seat ,cone ,clutch ,seat ,disc ,clutch ,small ,disc ,bolt on ,here ,fig4 #aj4 ,flywheel ,the oil pan or reservoir forms the lower half or base of the crank case4 ,the lubricating oil is carried here at a level which will allow the piston rods to dip into it at each revolution of the crank shaft4 ,the timing gears receive their lubrication from the supply carried in the reservoir by means of a plunger or piston pump which is operated from the cam shaft4 ,the balance of the motor is usually lubricated by a splash system taken up in a later chapter on lubrication4 ,the oil is carried at a level between two points marked1 high and low1 on a glass or float gauge which is located on the crank case4 ,a gasket made of paper or fiber is used between the union or connection of the oil reservoir and the upper half of the crank case to prevent the oil from working out through the connection4 ,fig4 #aj represents the flywheel4 ,the flywheel is usually keyed to the crank shaft directly behind the rear main bearing4 ,this wheel is proportionate in weight to the revolving speed of the motor1 which it keeps in balance by gathering the force of the power stroke4 ,the momentum gathered by it in this stroke carries the pistons through the three succeeding strokes called the exhaust1 intake1 and compression strokes4 ,the flywheel also serves as a connection between the power-plant and the running gear of the car1 as a part of the clutch is located on it1 and the connection takes place either in the rim or on the flange4 ,,chapter ,,ii ,,valve ,,construction1 ,,types1 ,,and ,,operation ,the proper and accurate functional operation of the valves is as necessary to successful motor operation as the proper adjustment of a hairspring is to a watch1 for if a hairspring becomes impaired in any way1 a watch will not keep correct time4 ,this is the case in a motor when a valve becomes impaired4 ,the valves in a motor1 therefore1 must be considered the most vital part conducive to successful and economical operation of the motor4 ,the valves are manufactured from a high grade tungsten or carbon steel1 and are designed to withstand the intense heat which the heads located in the combustion chambers are subjected to1 without warping4 ,a perfect seat is required to prevent leaking1 which will cause low compression and a weak power impulse1 thus reducing the power and harmony of successful operation4 ,the poppet valve is used by about ninety-five per cent4 of motor manufacturers4 ,this type of valve is mechanically operated from the cam shaft at one-half the crank shaft speed1 as a valve is lifted only once in every four strokes1 or two revolutions of the crank shaft4 ,the reduction in speed is accomplished by using a gear on the cam shaft1 twice the size of that on the crank shaft4 ,the heads and chambers must be kept free from carbon which forms and bakes into a shale and has a tendency to crack and chip as the temperature changes in the combustion chambers4 ,these chips are blown about in the cylinders until they lodge or are trapped by the descending valves4 ,it then forms a pit on the seat and prevents the valves from seating properly4 ,this leaves an open space which attracts more carbon1 and the entire functional action of the valve is soon impaired1 necessitating regrinding in order that it may properly seat again4 ,carbon is generated from a poor gas mixture or from excessive use of lubricating oil and may be considered the chief cause of improper functional action of the valves4 ,,valve ,,construction1 ,,types1 ,,and ,,operation #h-;,,cylindered ,v-,,type ,,engine ,illustration3 ,valve ,head ,removable ,plates ,cam ,shaft ,valve ,head ,valve ,seat ,valve ,seat ,tappet for ,adjusting ,valves ,tappet for ,adjusting ,valves ,fig4 #aa4 #h-;,cylinder ,valve ,arrangement ,fig4 #aa shows the location of the cam shaft1 valves1 and tappet adjustment1 on a ,v-shaped engine4 ,the cylinders of this type of engine are arranged in two blocks1 consisting of four cylinders in each1 set directly opposite each other on an angle of #ij4 ,the connecting rods from opposite cylinders are yoked and take their bearing on the same crank pin4 ,this arrangement allows the intake and exhaust valves of each opposite cylinder to operate from a single cam shaft1 or in other words the entire sixteen valves are operated by a single cam shaft carrying eight cams4 ,consequently an eight or twelve cylindered engine is identical in regard to valve timing to either a four or six cylindered engine4 ,illustration3 ,valve ,head ,seat ,guide ,stem ,spring ,sp4 ,seat ,cap ,screw ,tappet ,lock ,nut ,guide ,bushing ,push ,block ,roller ,cam ,fig4 #ab4 ,poppet ,valve ,fig4 #ab shows a poppet valve4 ,this type of valve has only one adjustment1 called the tappet4 ,the adjustment is made by turning the cap-screw out of the push block until the head comes into contact with the valve stem4 ,the lock nut on the cap screw is then turned down tightly to the push block to hold the adjustment4 ,a strong spring is placed on the valve stem which causes it to close quickly and remain closed until it comes into contact with the cam4 ,valves are set and operate in three different positions as shown in ,fig4 #ac4 ,the exhaust valve in this case seats on the floor of the combustion chamber and is operated by the stem which extends through the casting to the tappet1 while the intake valve seats on the upper wall of the combustion chamber and is operated from over head by a push-rod extending from the tappet to a rocker-arm4 ,when both valves are operated from above and seat on the upper wall of the combustion chamber the motor is referred to as the overhead valve type of motor4 ,in the majority of motors both valves seat on the floor of the valve chamber4 ,illustration3 ,rocker ,arm ,valve ,stem ,valve ,open ,valve ,seat ,combustion ,chamber ,tappets ,cam ,cam ,shaft ,overhead ,type ,valve ,push ,rod ,poppet-,type ,valve ,fig4 #ac4 ,valve ,types1 ,location and ,operation ,valve ,timing4--,valve timing is usually accomplished by setting the first1 or exhaust valve cam1 to correspond with a mark on the flywheel and cylinder 7shown in ,fig4 #ad74 ,this is accomplished by lining up the 1 or ,d-,c mark on the flywheel rim with the center mark on the cylinder block1 and means that 1 or 1 pistons are on upper dead center of the compression stroke1 the flywheel is then turned a trifle until the marks ,e-,c1 or ,ex-,c1 is at upper dead center and in line with the mark on the cylinder block4 ,this means that the exhaust valve closes at this point4 ,the cam shaft is then turned in the running direction and the cam shaft gear meshed at the valve closing or seating point4 ,this is all that is necessary as the other cams take up correct operation when any one cam is set properly4 ,another method of valve timing used by some motor manufacturers is shown in ,fig4 #ad4 ,it is simply necessary in this case to line up the prick punch marks on the timing gears--after getting the first position on upper ,d-,c of the compression stroke--to acquire correct valve time4 ,no definite or average scale can be given for valve timing1 as all different types of motors are timed differently4 ,these instructions must be secured from the manufacturer when the motor is not marked4 ,illustration3 ,cylinder ,marks ,camshaft ,gear #a-d ,pistons on ,upper ,dead ,center ,,fly-,,wheel ,,marks ,running ,direction of ,fly ,wheel ,,marks ,,lined ,,up ,timing ,gear ,punch ,marks ,crankshaft ,gear ,fig4 #ad4 ,valve ,timing ,marks ,valve ,grinding4--,a valve-grinding compound can be purchased at any garage or service station or one may be compounded by mixing emery dust with a heavy lubricating oil until a thin paste is formed4 ,the valve spring is released next by forcing up the tension with a screw driver or valve lifter4 ,a small ,h-shaped washer is drawn from a groove near the end of the stem1 which frees the valve2 it can then be pushed up and raised through the guide4 ,a small spring is placed over the valve stem4 ,this spring should be strong enough to raise the valve one-half inch above the seat4 ,a thin film of the grinding compound is evenly applied to the seating face of the valve head1 a screw driver or ratchet fork is set in the groove on the head of the valve1 and the handle rolled between the palms of the hands1 covering about one-third of the distance around the valve seat2 the valve is let up after the motion has been repeated four or five times1 and repeated at another angle until the entire surface of the valve is smoothly ground and allows the valve to seat perfectly4 ,valves4--,the sleeve valve type of motor was invented several years ago by ,charles ,a4 ,knight4 ,he met with some difficulty in having it manufactured in this country because the lubrication system was thought to be inadequate and the poppet valve was then at the height of its popularity with the manufacturer of engines4 ,knight took his engine to ,europe and made some slight improvements on it4 ,it was then taken over and manufactured by one of the large automobile manufacturing companies of that continent and is now being used by many of the celebrated automobile manufacturers of every country4 ,the principle of operation does not differ in any respect from the ordinary type of four cycle motor1 except1 that instead of having the poppet type of valves it has a set of sleeves which slide up and down on the piston4 ,the sleeves are operated from an eccentric shaft by a short connecting rod and carry ports which are timed to line up with the ports of the intake and exhaust manifold ports at the proper time in the cycle of operation4 ,fig4 #ae shows the method of timing the sleeves on the four cylinder engine4 ,first1 turn the motor over in the running direction until the marks 7,i-#d-,t-,c7 on the flywheel are in alignment with the marks on the cylinder casting4 ,turn the eccentric shaft in the running direction until the marks ,a1 ,b1 ,c1 shown in ,fig4 #ae are lined up1 and then apply the chain4 ,illustration3 ,timer ,shaft ,sprocket ,crank ,shaft ,sprocket ,fig4 #ae4 ,knight ,valve-,timing ,marks--#d-;,cylinder ,to check up on the timing1 back the flywheel up an inch or two and insert a thin piece of tissue paper into the exhaust port and turn the engine in the running direction until the paper is pinched1 which signifies that the valve is closed4 ,the marks on the flywheel1 timing gears1 and the crank case should be in alignment4 ,fig4 #af shows a diagram of the timing marks on the eight cylinder ,knight engine4 ,the method of timing this engine is as follows3 7#a7 ,turn the engine over until the marks ,i-#d-,r-,h--,d-,c align with the marks on the crank case4 7#b7 ,turn the eccentric shaft and sprocket until the arrows shown in ,fig4 #af are in line with the guide marks on the front end of the chain housing4 ,then put on the chain and check up the timing1 using the thin piece of tissue paper4 ,illustration3 ,eccentric ,shaft ,sprocket ,hub ,mark on ,eccentric ,shaft ,sprocket ,guide ,mark on ,crank ,case ,crank ,shaft ,sprocket ,fig4 #af4 ,knight ,valve-,timing ,marks--#h-;,cylinder ,,valve ,,construction ,if the sleeve rods are removed for some reason1 the bearings should be fitted very loosely to the eccentric shaft when they are put back4 ,a looseness of about 4#jjh of an inch is permissible4 ,,chapter ,,iii ,,the ,,operation ,,of ,a #d-;,,cycle1 #d-;,,cylindered ,,engine ,the four-cycle or ,otto stroke type of gasoline engine should rightly be called the four-stroke-cycle engine1 as it requires four strokes and two revolutions of the crank shaft to complete one cycle of operation4 ,this type of motor is used almost universally by the manufacturers of pleasure cars due to its reliability1 and to the ability it has to furnish continuous power at all speeds with the minimum amount of vibration4 ,illustration3 ,firing ,stroke ,exhaust ,stroke ,intake ,stroke ,compression ,stroke #a #b #c #d ,fig4 #ag4 #d-,stroke ,cycle4 #a--;,cylinder in ,action ,fig4 #ag shows a diagram of one cylinder in the four strokes of the cycle1 and the distance traveled by the crank shaft during each stroke4 ,no4 #a begins with a charge of compressed vapor gas in the cylinder and is called the firing or power stroke4 ,the ignition system 7explained in a later chapter7 furnishes a spark at from five to fifteen degrees early or before the piston reaches top dead center4 ,although the stroke theoretically starts before the piston reaches its highest point of ascent1 the actual pressure or force of the explosion is not exerted until the piston has crossed dead center4 ,this is due to the fact that the piston travels very rapidly1 and that it requires a small fraction of a second for spark to ignite the compressed charge of gas4 ,it may1 therefore1 be easily seen that1 if the spark did not occur until the piston is on or has crossed dead center1 the piston would have traveled part of the distance of the stroke1 and as it is moving away from the highest point of compression the pressure is reduced by allowing more volume space which causes a weak explosion and a short power stroke4 ,the intake and exhaust valves are closed through the duration of the power stroke4 ,no4 #b4 ,the exhaust stroke begins from fifteen to thirty degrees early1 or before the piston reaches lower dead center on the firing stroke4 ,the exhaust valve opens at the start of this stroke allowing the pressure of the burnt or inert gas to escape before the piston begins to ascend on the upward part of the stroke1 and closes seven to ten degrees late to allow the combustion chamber to clear out before the next stroke begins4 ,no4 #c4 ,the intake or suction stroke begins with the piston descending from its highest level to its lowest level4 ,the intake valve opens ten or twenty degrees late1 and as the piston is traveling on its descent1 considerable vacuum pressure has formed which draws suddenly when the valve opens and starts the gas from the carburetor in full volume4 ,the entire length of this stroke creates a vacuum which draws a full charge of vaporized gas into the cylinder through the open intake valve4 ,the intake valve closes from ten to twenty degrees late in order that the full drawing force of the vacuum may be utilized while the piston is crossing lower center4 ,no4 #d4 ,the compression stroke begins at the end of the intake stroke with both valves closed4 ,the piston ascends from its lowest extreme to its highest level1 compressing the charge of gas which was drawn into the cylinder on the intake or suction stroke2 and at the completion of this stroke the cylinder is again in position to start ,no4 #a1 the firing stroke1 and begin a new cycle of operation4 ,the cam shaft is driven from the crank shaft through a set of gears or a silent chain1 and operates at one-half the speed of the crank shaft as a valve is lifted once through the cycle of operation1 or two revolutions of the crankshaft4 ,illustration3 #a #b #c #d ,firing ,val4 ,closed ,compressing ,val4 ,closed ,exhausting ,ex4 ,val4 ,open ,intake ,in4 ,val4 ,open ,fig4 #ah4 ,diagram of ,action1 #d-;,cylinder #d-;,cycle ,engine ,fig4 #ah shows the operation of a four-cylindered motor as it would appear if the cylinder block were removed4 ,the timing or firing order of the motor shown in this diagram is #a-b-d-c4 ,no4 #a cylinder is always nearest the radiator and on the left in this diagram4 ,no4 #a cylinder is firing4 ,the intake and exhaust valve remain closed while this stroke is taking place4 ,this causes the entire force of the explosion to be exerted on the head of the receding piston4 ,the cylinders1 as may be seen in the diagram1 are timed to fire in succession1 one stroke behind each other4 ,while ,no4 #a cylinder is on the firing stroke1 ,no4 #b cylinder is compressing with both valves closed and will fire and deliver another power impulse as soon as ,no4 #a cylinder completes and reaches the lowest extreme of its firing stroke4 ,no4 #c cylinder1 being fourth in the firing order1 has just completed the firing stroke and is starting the exhaust stroke which forces the burnt and inert gases out of the cylinder through the open exhaust valve4 ,no4 #d cylinder which is third in the firing order has just completed the exhaust stroke and is about to start the intake or suction stroke with the exhaust valve open4 ,this diagram should be studied and memorized as it is often necessary to remove the wires which may easily be replaced if the firing order is known1 or found by watching the action of the exhaust valves and made to conform with the distributor of the ignition system4 7,note the running direction of the distributor brush and connect the wires up in that direction47 ,for the firing order given above connect ,no4 #d wire to ,no4 #c distributor post1 and ,no4 #c wire to ,no4 #d post1 as this cylinder fires last4 ,illustration3 #a-;,,cyl4 #b-;,,cyl4 #d-;,,cyl4 #h-;,,cyl4 ,fig4 #ai4 ,power ,stroke ,diagram ,fig4 #ai shows a diagram of the power stroke impulse delivered to the cycle in a one1 two1 four1 and eight cylindered motor4 ,a complete cycle consists of #cfj degrees1 and as there are four strokes to the cycle an even division would give a stroke of ninety degrees1 which is not the case1 however1 owing to the fact that the valves do not open and close at the theoretical beginning and ending point of each stroke which is upper dead center and lower dead center4 ,the firing or power impulse stroke begins at approximately five to seven degrees before the piston reaches upper dead center on the compression stroke and ends from fifteen to thirty degrees before the piston or cycle of rotation of the crankshaft reaches lower dead center4 ,this results in a power impulse of less than ninety degrees1 which varies accordingly with valve timing in the different makes of motors4 ,consequently we have a power stroke of a little less than ninety degrees in a one-cylinder motor2 two power strokes of a little less than #ahj degrees in a two cylinder motor1 while the power impulse of the four-cylinder motor very nearly completes the cycle4 ,in the six1 eight1 and twelve cylinder motor the power strokes overlap1 thereby delivering continuous power of very nearly equal strength4 ,twin1 ,four1 and ,six ,cylindered ,motors4--,the operation of the twin cylindered motor varies very little from the single four or six4 ,it is simply a case where two1 four1 or two six cylindered motors are set to a single crank case at an angle which will allow the piston or connecting rods from the opposite cylinders to operate on a single crank shaft4 ,when the cylinders are set directly opposite each other the connecting rods are yoked and take their bearing on a single crank pin of the crank shaft4 ,this1 however1 is not always the case1 for in some motors the connecting rods take their bearing side by side on the crank pin4 ,the cylinders in this case are set to the crank case in a staggered position to allow the connecting rods from each cylinder to operate in line with the crank shaft4 ,the cylinder blocks are usually set to the crank case at an angle of ninety degrees and are timed to furnish the power impulse or stroke opposite each other in the cycle of operation4 ,the advantage of this formation is that two power strokes are delivered in one cycle of operation1 which increases the power momentum and reduces the jar or shock of the explosion causing a sweet running vibrationless motor4 ,the valves are usually operated by a single cam shaft located on the upper inside wall of the crank case4 ,valve timing is accomplished by following the marks on the flywheel or lining up the prick punch marks on the gears1 as shown in ,chapter ,,ii on valves4 ,when a magneto is used to furnish the current for ignition on an eight cylinder motor it has to be operated at the same speed as the crank shaft1 as a cylinder is fired at each revolution of the crank shaft and an interruption of the current is required at the breaker points to produce the secondary or high tension current at the spark plug gaps4 ,twelve cylindered motors are usually equipped with two distributors or a dual system1 or two magnetos driven separately through a set of timing gears4 ,knight or ,sleeve ,valve ,motor4--,the ,knight or sleeve valve motor operates on the same plan as the ordinary type of motor except that the valves form a sleeve and slide over the piston4 ,the sleeves are operated by an eccentric shaft and are provided with ports which are timed to conform with the ports of the intake and exhaust manifolds at the proper time4 ,,motor ,,horsepower ,s4 ,a4 ,e4 ,,scale ,,four-,,cycle ,,horsepower ,,rating --------------------------------- ,bore #a cyl4 #b cyl4 #d cyl4 #f cyl4 #b #c4jj #f4jj #ab4jj #ah4jj #b #c4jj #f4ej #ac4jj #bj4jj #c4jj #c4ej #g4jj #ad4ej #ba4ej #c #d4jj #h4ej #ag4jj #be4ej #c #e4jj #aj4jj #bj4jj #bi4ej #c #e4ej #aa4jj #bb4ej #cd4jj #d4jj #f4ej #ac4jj #be4ej #ch4ej #d #g4jj #ad4ej #bi4jj #dc4ej #d #h4jj #af4jj #cb4ej #dh4ej #d #i4jj #ah4jj #cf4jj #ed4jj #e4jj #aj4jj #bj4jj #dj4jj #fj4jj #e #aa4jj #bb4jj #dd4jj #ff4jj #e #ab4jj #bd4jj #dh4jj #gc4jj #e #ac4jj #bf4ej #ec4jj #gi4ej #f4jj #ad4ej #bi4jj #eg4ej #hf4ej --------------------------------- ,this scale gives the nearest equivalent to the whole or half horsepower1 as is required by ,state where licenses are paid at so much per horsepower4 ,d times ,n ,formula--,s4 ,a4 ,e4 ------------ equals horsepower4 #b4e ,for sleeve valve timing see ,chapter ,,ii on ,valves4 ,,displacement ,there are probably few men operating cars to-day who fully understand what is meant by the term displacement1 often used in referring to automobile races4 ,it is one of the main factors or points in determining the class in which a car is qualified to enter under the laws that govern races4 ,in looking over a race program1 you will note that there are usually two or more classes1 one of which is open1 and another with a limited piston displacement1 which gives the smaller cars a competing chance in their class4 ,consequently piston displacement is merely the volume displaced by all the piston in moving the full length of the stroke4 ,the volume of a single cylinder is equal to the area of the bore multiplied by the length of the stroke1 and the total displacement of a four cylinder motor will be four times this and that of a six cylinder motor1 six times this4 ,piston displacement3 ,d times ,s times ,n times #c4ad ----------------------------- #d ,where ,d equals bore in inches ,s stroke in inches ,n number of cylinders ,example3 ,required to find the piston displacement of a #c #e inch four-cylindered motor4 ,d equals #c4e ,s equals #e4 and ,n equals #d4 ,piston ,displacement #c4e times #e times #d times #c4ad ------------------------------- #d #c4e times #c4e times #e times #d times #c4ad ---------------------------------------- #d equals #agc4eh cubic inches4 ,illustration3 ,,ignition ,,coil ,,delco ,,generator ,,distributor ,,control ,,lever ,,pedals ,,fan ,,brake ,,lever ,,fan ,,belt ,,starter ,,sliding ,,gear ,,case ,,universal ,,housing ,,starting ,,crank ,,shaft ,,transmission ,,end ,,plate ,,timing ,,gear ,,case ,,transmission ,,timing ,,gear ,,housing ,,clutch ,,release ,,bearing ,,retainer ,,grease ,,cup ,,water ,,pump ,,motor ,,arm ,,fly ,,wheel ,,housing ,,lower ,,crank ,,case ,,drain ,,cock ,fig4 #bj4 ,buick ,engine--,parts ,assembly ,illustration3 ,,valve ,,key ,,valve ,,rocker ,,arm ,,pin ,,oil ,,filler ,,wing ,,plug ,,valve ,,rocker ,,arm ,,valve ,,spring ,,cap ,,valve ,,rocker ,,arm ,,wick ,,water ,,outlet ,,valve ,,spring ,,spark ,,plug ,,valve ,,fan ,,valve ,,gage ,,valve ,,push ,,rod ,,water ,,jacket ,,combustion ,,space ,,water ,,inlet ,,valve ,,lifter ,,valve ,,lifter ,,guide ,,piston ,,pin ,,piston ,,valve ,,lifter ,,clamp ,,oil ,,pump ,,driving ,,gear ,,fan ,,bracket ,,stud ,,fan ,,belt ,,connecting ,,rod ,,crank ,,shaft ,,timing ,,gears ,,connecting ,,rod ,,bearing ,,fan ,,pulley ,,cam ,,shaft ,,crank ,,shaft ,,bearing ,,cam ,,shaft ,,bearing ,,starting ,,nut ,,oil ,,pump ,,gear ,,cover ,,upper ,,crank ,,case ,,fly ,,wheel ,,timing ,,gear ,,housing ,,fly ,,wheel ,,housing ,,check ,,valve ,,water ,,pump ,,drain ,,plug ,,oil ,,dipper ,,splash ,,oil ,,trough ,,valve ,,roller ,,lower ,,crank ,,case ,,crank ,,case ,,oil ,,pipe ,fig4 #ba4 ,buick ,engine--,location ,inside ,parts ,assembly ,illustration3 ,,rocker ,,arm ,,oil ,,wick ,,wing ,,plug ,,valve ,,stem ,,rocker ,,arm ,,cover ,,valve ,,spring ,,adjusting ,,ball ,,valve ,,cage ,,nut ,,lock ,,nut ,,valve ,,cage ,,water ,,jacket ,,valve ,,spark ,,plug ,,cover ,,exhaust ,,manifold ,,combustion ,,space ,,intake ,,manifold ,,push ,,rod ,,hot ,,air ,,chamber ,,valve ,,push ,,rod ,,cover ,,wrist ,,pin ,,cylinder ,,valve ,,lifter ,,cap ,,piston ,,valve ,,lifter ,,guide ,,clamp ,,valve ,,lifter ,,spring ,,valve ,,lifter ,,guide ,,valve ,,lifter ,,cam ,,roller ,,pin ,,cam ,,roller ,,connecting ,,rod ,,cam ,,shaft ,,crank ,,case ,,crank ,,shaft ,fig4 #bb4 ,buick ,motor--,end ,view ,illustration3 ,fan ,belt ,adjustment ,split ,collar with ,locking ,cup ,valve ,tappet ,adjustment ,cam ,shaft ,end ,thrust ,adjustment ,shims for ,adjustment of ,connecting ,rods ,oil ,passage to ,connecting ,rod ,oil ,pipe to ,piston ,ring ,oil ,pump ,filter ,screen ,oil ,sump ,filter ,screen ,oil ,pump ,felt ,gasket ,oil ,drain ,plugs ,fig4 #bc4 ,liberty ,u4 ,s4 ,a4 ,engine ,,lubrication ,,systems1 ,,oils1 ,,and ,,greases ,special attention should be given to regular lubrication1 as this1 more than any one thing1 not only determines the life but also the economic up-keep of the car4 ,whenever you hear an owner say that his car is a gas eater1 or that it uses twice or three times as much oil as his neighbor's1 which is the same model and make1 you know at once that he1 or some one who has used the car before him1 either did not give sufficient attention to lubrication1 or used a poor grade of oil4 ,it is almost impossible to impress the importance of the foregoing facts upon the minds of the average motorist1 and we have1 as a direct result1 a loss of millions of dollars annually through depreciation4 ,the manufacturers of automobiles and gasoline engines have earnestly striven to overcome this negligence by providing their products with automatically fed oiling systems which alleviate some of the former troubles4 ,these systems1 however1 also require some attention to function properly4 ,grease4--,a medium grade of light hard oil grease is best adapted for use in grease cups1 universal joints1 and for packing wheel bearings and steering gear housings4 ,the transmission and differential operate more successfully when a lighter grade of grease is used1 such as a graphite compound1 or a heavy oil known as #fjj ,w4 ,oils4--,great care should always be exercised in purchasing lubricants4 ,none but the best grades should be considered under any circumstances4 ,the cheaper grades of oil will always prove to be the most expensive in the end4 ,the ordinary farm machinery oils should never be used in any case as an engine lubricant1 for in most cases they contain acids1 alkalies1 and foreign matter which will deteriorate and destroy the bearings of the motor4 ,an oil to give the best satisfaction must be a purely mineral or vegetable composition which will flow freely at a temperature of #cc ,fahrenheit and also stand a temperature of #djj ,fahrenheit without burning4 ,always choose an oil which is light in color as the darker oil usually contains much carbon4 ,lubrication 7,lat4 ,lubricus1 meaning slippery74---,lubrication is provided on all types of automobile engines1 and at various other places where moving parts come in contact or operate upon each other4 ,three different types of lubricating systems are found in common use4 ,fig4 #bd shows the splash system4 ,the oil is placed into the crank case and maintained at a level between two points1 marked high and low1 on a float or glass gauge at the lower left-hand side of the crank case4 ,the oil is usually poured directly into the crank case through a breather pipe provided to prevent excessive vacuum pressure4 ,the lower end of the connecting rod carries a spoon or paddle which dips into the oil at each revolution and splashes it to the cylinder walls and various bearing surfaces within the motor4 ,illustration3 ,fig4 #bd4 ,splash ,oiling ,care of the ,splash ,system4--,this type of oiling system does not require any adjustments1 or special care1 except that the oil level be constantly kept between the high and low level marked on the gauge4 ,cleaning the ,splash ,system4--,lubricating oils lose their effectiveness and become thin and watery after a certain period of use due to a fluid deposit called residue which remains in the combustion chambers after the charge of gas has been fired4 ,this fluid generally works its way into the crank case1 thinning the oil4 ,the crank case should1 therefore1 be drained1 cleaned1 and refilled with fresh oil every fifth week or thousand miles that the car is driven4 ,this will prevent much wear and give a quiet and satisfactory running motor4 ,draining and washing out the crank case is accomplished by removing a drain plug at the bottom of the crank case4 ,the old oil is drained off and thrown away4 ,kerosene is then poured into the crank case through the breather pipe until it flows out of the drain clear in color4 ,the plug is then replaced and the crank case replenished with fresh oil until the three-quarter from low level is reached on the gauge4 ,the oil level should be carried as near this point as possible to obtain the most satisfactory result4 ,fig4 #be shows the plunger or piston pump pressure system usually used in conjunction with the splash system4 ,the oil is carried in a reservoir at the bottom of the crank case and is drawn through a fine meshed screen by the oil pump1 which is of the plunger type operated off the cam shaft4 ,it forces the oil through copper tubes in the three main bearings4 ,the front and center bearings have an outlet which furnishes the oil to the gears in front and to the troughs in which the connecting rods dip4 ,the troughs have holes drilled to keep the level of the oil1 the surplus being returned to the reservoir4 ,illustration3 ,,plunger ,,pump ,,and ,,strainer ,,oil ,,pressure ,,adjustment ,,front ,,bearing ,,line ,,rear ,,bearing ,,line ,,center ,,bearing ,,line ,,oil ,,float ,,level ,fig4 #be4 ,plunger ,pump ,oiling ,system ,there is a pipe line running from the pump to the gear case with a screw adjustment to regulate the oil pressure by turning either in or out4 ,there is a pipe line running to a gauge on the dash which gives the pressure at all times4 ,the cam shaft and cylinder walls get the oil by the splash from the connecting rods4 ,the bottom rings of the pistons wash the oil back into the crank case4 ,the overflow from the front bearings falls into a small compartment immediately under the crank shaft gear where it is picked up by this gear and carried to the other gears and the bearings of the water pump shaft4 ,a small oil throw washer on the pump shaft prevents any surplus oil from being carried out on the shaft or the hub of the fan drive pulley4 ,any overflow from the gear compartment is carried immediately to the splash pan where it provides for the splash lubrication of the connecting rod bearings and the cylinder walls4 ,the dippers on the connecting rod bearings should go in4 beneath the surface of the oil4 ,the upward stroke of the oil pump plunger draws the oil through the lower ball check into the pump body and the downward stroke discharges it through the upper ball check into the body of the plunger which is hollow and has outlets on either side4 ,this allows the oil to flow from the plunger into the by-pass in the oil pump body and then into the lines running to the main crank shaft bearings4 ,the next upward stroke forces the oil through the lines to the main bearings4 ,the oil pressure regulator is located on the body of the pump and connects to the by-pass4 ,it consists of a hollow sleeve screwed into the body of the pump which has a small ball check held by a short coiled spring the tension of which determines the oil pressure4 ,the tension and the pressure may be increased by turning the nut to the right4 ,the nut should not be given more than one turn at a time in either direction as it is very sensitive4 ,a loose main bearing will allow more oil to pass through it4 ,consequently the pressure registered on the oil gauge will be reduced4 ,this will come about gradually4 ,it is not advisable to attempt to adjust the oil pressure without first noting the condition of the main crank shaft bearings4 ,the most common cause of failure to operate is the collection of dust and dirt on the sleeve at the lower end of the pump or from an accumulation of sediment back of the ball check4 ,this needs to be cleaned from time to time4 ,force and ,gravity ,oiling ,system4--,the force and gravity oiling system operates in much the same manner as the plunger pump system1 except that the oil is pumped into an elevated tank from which it flows through lines by gravity to the various bearings4 ,oil pumps1 however1 differ in construction and some manufacturers use eccentric1 centrifugal1 and gear pumps4 ,oil pumps are very simple in construction and action and can be readily understood by recalling their functional action4 ,oil pumps rarely give any trouble1 and if they fail to function properly1 dirt should be immediately suspected1 and the ball valves and pipes inspected and cleaned4 ,,chapter ,,iv ,,brief ,,treatise ,,on ,,carburetion ,a carburetor is a metering device whose function is to mechanically blend liquid fuel with a certain amount of air to produce as nearly a homogeneous mixture as possible1 and in such proportions as will result in as perfect an explosive mixture as can be obtained4 ,if a gas is used as a fuel it is of course not so difficult to obtain a homogeneous mixture due to the intimacy with which a gas will mechanically mix with air4 ,this intimacy is a result of the minuteness of the molecules of both the gas and the air4 ,with a liquid fuel1 such as gasoline1 however1 it is quite different1 especially with low test gasoline4 ,if it were possible to completely transfer the liquid fuel into its vapor the latter would act as a gas and would1 therefore1 mix with the air to form a homogeneous mixture4 ,it should be1 and is1 therefore1 the aim of the carburetor designer to produce an instrument which will atomize the fuel and break it up into small particles so that every minute particle of the fuel will be surrounded by a correct proportion of air when it is discharged into the intake manifold of the motor4 ,to facilitate the vaporization of these minute particles of fuel it is advisable to preheat the air taken into the carburetor1 thereby furnishing the necessary heat units required to vaporize the fuel by virtue of its physical property known as its latent heat of evaporation4 ,there is a range of proportions of air to vapor1 for a given fuel1 between which combustion will obtain4 ,this range extends from that proportion known as the upper limit of combustion to that known as the lower limit of combustion4 ,the upper limit is reached when the ratio of air to vapor is a maximum at which combustion will take place2 that is to say1 any addition of air in excess of this maximum will render the mixture non-combustible4 ,the lower limit is reached when the ratio of air to vapor is a minimum at which combustion will take place1 any decrease of air below this minimum producing a non-combustible mixture4 ,it should be remembered that the limits of combustion of any fuel with air are dependent upon the temperature and pressure4 ,illustration3 ,carburetor ,flange ,throttle ,valve ,throttle ,stem or ,shaft ,large ,venturi ,idle ,discharge ,jet ,idle ,adjustment ,needle ,high ,speed ,adjustment ,needle ,small ,venturi ,float ,needle ,air ,bleeder ,mixture ,control ,valve or ,choker ,float ,accelerating ,well ,idling ,tube ,strainer ,float ,needle ,seat ,high ,speead ,needle ,seat ,strainer ,body ,gasoline ,connection ,drain ,plug ,fig4 #bf4 ,stromberg ,model ,m ,carburetor--,sectional ,view ,under given temperature and pressure the rate at which the combustible mixture will burn depends upon the ratio of air to vapor4 ,this rate of burning is known as the rate of propagation1 and it is apparent that it is desirable to obtain a mixture whose rate of propagation is a maximum1 because the force of the explosion will depend upon the rapidity with which the entire mixture is completely ignited4 ,the limits of combustion of gasoline 74#gj sp4 gr47 can be taken approximately as follows3 lower limit1 #g parts air 7by weight7 to #a part gasoline1 upper limit1 #bj parts air to #a part gasoline4 ,the ,stromberg ,plain ,tube ,model ,m ,carburetor4--,a plain tube carburetor is one in which both the air and the gasoline openings are fixed in size1 and in which the gasoline is metered automatically1 without the aid of moving parts by the suction of air velocity past the jets4 ,fig4 #bf shows a longitudinal section of a type ,m plain tube carburetor1 and shows the location of the gasoline when the motor is at rest4 ,the various parts are indicated by names and arrows4 ,an elementary requirement of a carburetor is that as a metering device it shall properly proportion the gasoline and air throughout the entire operating range4 ,illustration3 ,fig4 #bg4 ,stromberg ,carburetor ,model ,m--,air ,bleeder ,action ,in the carburetor under discussion this mixture proportioning is properly maintained by the use of what is termed the air bleed jet4 ,fig4 #bg shows the principle of the action of the air bleeder4 ,the gasoline leaves the float chamber1 passes the point of the high speed adjusting needle1 and rises through a vertical channel 8,b40 ,air is taken in through the air bleeder 8,c10 and discharged into the gasoline channel before the latter reaches the jet holes in the small venturi tube 8,e40 ,the result is that the air thus taken in breaks up the flow of gasoline and produces a finely divided emulsion4 ,upon reaching the jet holes of the small venturi tube this emulsion is discharged into the high velocity air stream in the form of a finely divided mist4 ,if the reader will recall how thoroughly a soap bubble divides itself when it bursts1 he will readily appreciate how completely the air bleed jet will atomize the fuel4 ,before explaining the operation of the accelerating well it is advisable to know the reason for its existence4 ,suppose we had a large tube such as the intake manifold of a motor through which air and particles of gasoline were flowing due to a certain suction at one end4 ,what would be the result if we suddenly increased the suction8 ,it would be this3 ,due to the fact that air is so much lighter than gasoline1 the air would respond almost instantly to the increased suction and its flow would be accelerated very suddenly1 whereas the particles of gasoline1 owing to that characteristic known as inertia1 would not respond so rapidly1 and due to its heavier weight its flow would not accelerate as much as the air4 ,this would mean that the air would rush ahead of the gasoline particles1 and the proportion of air to gasoline would be greater until the inertia forces had been overcome and the gasoline particles responded completely to the increased suction4 ,this very thing will take place in a carburetor unless provision is made for it4 ,that is to say a sudden opening of the throttle will tend toward producing a very lean mixture at the motor due to the lagging of the gasoline explained above4 ,a lean mixture at this time1 when acceleration is desired1 would obviously be detrimental to the result wanted4 ,it is at this particular time that additional gasoline is most desirable in order to compensate for the lagging gasoline and maintain the proper mixture at the motor4 ,in the ,stromberg carburetor this is accomplished by means of the accelerating well shown in ,fig4 #bh4 ,the operation is as follows3 ,the action is based upon the principle of the ordinary ,u tube4 ,if a ,u tube contains a liquid1 and if pressure is applied to one arm of the tube1 or what is the same1 if suction is applied to the other arm1 it is self-evident that the level of the liquid will rise in the arm on which the suction is applied and will drop in the other arm4 ,so it is in the construction of the accelerating well4 ,referring to the illustration1 ,fig4 #bh1 the space 8,f0 forms the one arm of the ,u tube1 and the space 8,b0 the other arm4 ,these spaces communicate with each other through the holes 8,g0 thus forming a modified form of ,u tube4 ,illustration3 ,fig4 #bh4 ,stromberg ,carburetor ,model ,m--,accelerating ,well ,when the motor is idling or retarding in speed1 the accelerating well or space 8,f0 fills with gasoline4 ,now when the throttle is opened1 thereby increasing the suction in the venturi tube1 the following takes place3 atmospheric pressure at the bleeder 8,c0 exerts itself on the gasoline in the space 8,f0 forcing the liquid down to join the regular flow from 8,h0 and passing up the space 8,b0 and out into the high velocity air stream through the small venturi tube4 ,while the well acts the flow of gasoline is more than double the normal rate of flow1 thereby compensating for the lagging of the gasoline referred to previously4 ,upon close observation it will be noticed that there is a series of small holes down the wall of the well4 ,referring to the analogy of the ,u tube1 these holes directly connect the two arms of the ,u tube4 ,it is obvious that the smaller and fewer these holes1 the faster will the well empty1 due to the ,u tube suction1 and the larger and more these holes1 the slower will the well empty4 ,it is therefore apparent that the rate of discharge of the well can be regulated as required by different motors1 different grades of gasoline1 different altitudes1 etc41 by inserting wells of different drillings4 ,the action of the well is also dependent upon the size of the hole in the bleeder 8,c0 because it is the relative area of this hole in the bleeder as compared to the area of the holes in the well which determine the rate at which the well will empty4 ,the foregoing characteristics of the model ,m carburetor have dealt more with the open throttle or high speed operation4 ,we shall now consider the operation when the motor is idling4 ,earlier types of carburetors1 when high test and very volatile gasoline was employed1 were designed with a mixing chamber in which the gasoline1 after being discharged from the nozzle1 would mix with the air and evaporate very freely4 ,present day gasoline1 however1 is considerably heavier and very much less volatile1 and we therefore cannot depend upon its volatility to accomplish its vaporization4 ,illustration3 ,fig4 #bi4 ,stromberg ,carburetor ,model ,m--,idling ,operation ,fig4 #bi shows the arrangement and idling operation of the model ,m ,stromberg carburetor4 ,concentric and inside of the passage 8,b0 is located the idling tube 8,j40 ,when the motor is idling1 that is1 when the throttle is practically closed1 the action which takes place is as follows3 the gasoline leaves the float chamber1 passes through the passage 8,h0 into the idling tube through the hole 8,i10 thence up through the idling tube 8,j0 to the idling jet 8,l40 ,air is drawn through the hole 8,k0 and mixes with the gasoline to form a finely divided emulsion which passes on to the jet 8,l40 ,it will be noted that this jet directs the gasoline-air emulsion into the manifold just above the lip of the throttle valve4 ,inasmuch as this throttle valve is practically closed the vacuum created at the entrance of the jet 8,l0 is very high and exceeds #h pounds per square inch4 ,it is obvious1 therefore1 with this condition existing1 that the gasoline will be drawn into the manifold in a highly atomized condition4 ,it is well to call attention here to the fact that the low speed adjusting screw 8,f0 operates a needle valve which controls the amount of air which passes through the hole 8,k10 and it is the position of this needle valve which determines the idling mixture4 ,illustration3 ,fig4 #cj4 ,stromberg ,carburetor--,throttle ,open ,as the throttle is slightly opened from the idling position a suction is created in the throat of the small venturi tube as well as at the idling jet4 ,when idling the suction is greater at the idling jet1 and when the throttle is open the suction is greater at the small venturi tube4 ,at some intermediate position of the throttle there is a time when the suction at the idling jet is equal to that at the small venturi1 and1 therefore1 at this particular time the gasoline will follow both channels to the manifold4 ,this condition which is illustrated in ,fig4 #cj lasts but a very short while1 because as the throttle is opened wider the suction at the small venturi tube rapidly becomes greater than that at the idling jet4 ,the result is that the idling tube and idling jet are thrown entirely out of action1 the level of the gasoline in the idling tube dropping as illustrated in ,fig4 #ca1 where the throttle is shown to be wide open1 in which case all of the gasoline enters the manifold by way of the holes in the small venturi tube4 ,illustration3 ,fig4 #ca4 ,stromberg ,carburetor--,throttle ,wide ,open ,it will be remembered that at this position of the throttle the accelerating well has emptied1 and therefore there is a direct passage for air from the bleeder to the gasoline in the main passage giving the air bleed jet feature explained before4 ,this is being mentioned again in order to call attention to the fact that care should be taken not to use too large a bleeder1 because the air which enters through the bleeder partly determines the mixture1 and if the bleeder hole is too large the mixture is very apt to be too lean at high speeds4 ,fig4 #cb shows an exterior photograph of one of the type ,m ,stromberg carburetor4 ,before discussing the installation and adjusting of this carburetor it will be well to say a few words concerning the use of the venturi tube and its construction4 ,the object in using the venturi tube in carburetor design is to produce a maximum air velocity at the jet and at the same time not cause undue restriction4 ,this high air velocity creates the suction necessary to properly atomize the gasoline4 ,the use of the double venturi tube construction has developed the best possible results4 ,in this construction the mouth of the smaller venturi tube is located at the throat of the larger one1 and with this arrangement the highest degree of atomization is attainable1 and at the same time the air restriction is held down to a minimum4 ,in order that any carburetor may do justice to what is claimed for it1 it is absolutely essential that the motor on which it is installed is in good condition in other respects because1 besides poor carburetion1 there are numerous things about an internal combustion engine which will cause its poor operation4 ,therefore1 assuming that the following conditions exist1 we can proceed with the installation of the carburetor and after adjusting it we can expect very good results as to the operation of the motor4 #a4 ,the ignition should be properly timed so that with a retarded spark the explosion takes place when the piston of the cylinder in which the explosion occurs is at its upper dead center4 #b4 ,the inlet and exhaust valves should be so timed that they open and close at the proper time during the cycle4 ,in this respect a motor is usually timed when it comes from the manufacturer4 #c4 ,the valves should be ground in so that they form a perfect seal with the valve seat4 ,any accumulation of carbon on the upper part of the exhaust should be removed so as to prevent the valve stem from sticking in the guide and thereby not permitting the valve to close upon its seat4 #d4 ,any undue wear of the valve stem guides should be corrected because the clearance between the stem and the walls of the guide will permit air to be drawn up into the motor thus ruining the mixture from the carburetor4 ,similarly any leaky flange at any joint along the intake system will produce the same detrimental result4 ,illustration3 ,fig4 #cb4 ,stromberg ,model ,m--,adjustment ,points #e4 ,all piston rings should be tight and leak proof in order to insure good and even compression in all the cylinders4 ,without good and even compression in all the cylinders it is impossible to obtain the maximum power from the motor1 and it is also impossible to obtain good idling of the motor4 #f4 ,it should be seen that the ignition system is delivering a spark to each spark plug without missing4 #g4 ,the spark plugs should be clean1 and the accumulation of carbon on the inside of the plug should not be sufficient to cause fouling or short-circuiting of the plug4 ,in the case of a short circuited plug it is impossible to obtain a spark at the end of the high tension cable1 but this does not indicate that the plug is firing4 ,for best results the gap of the spark plug should never be less than 4#jbj nor more than 4#jcb4 ,a good setting is at about 4#jbe4 ,the foregoing constitute some of the more important troubles to look for when the motor is not performing satisfactorily4 ,installation and ,adjusting4--,we are finally ready to proceed with instructions for installing and adjusting ,model ,m carburetors4 #a4 ,try the throttle lever and the air horn lever by moving same with the hand before the carburetor is installed1 and be sure that the butterfly valves are open to the limit when the respective levers come in contact with their stops4 ,also be sure that when the throttle valve is closed1 the lower side of the butterfly is adjacent to the hole through which the idling jet projects4 #b4 ,prepare a paper gasket about 4#jbj thick to fit the flange of the carburetor4 ,shellac same and then attach the carburetor to the flange of the intake manifold very securely by means of proper cap screws4 ,the attaching of the gasoline line1 hot-air stove1 hot air flexible tubing1 and choke control need not be discussed in detail as these installations are very simple4 ,after having properly installed the carburetor on the motor1 turn both the high and low speed adjusting screws1 ,a and ,b1 completely down clockwise so that the needle valves just touch their respective seats4 ,then unscrew 7anti-clockwise7 the high speed adjusting screw ,a about three turns off the seat1 and turn the low speed adjusting screw ,b anti-clockwise about one and one-half turns off the seat4 ,these settings are not to be considered as final adjustments of the carburetor4 ,they are merely to be taken as starting points because the motor will run freely with these settings4 ,after the motor has been started1 permit it to run long enough to become thoroughly warm then make the high speed adjustment4 ,advance the spark to the position for normal running4 ,advance the gas throttle until the motor is running at approximately #gej r4 p4 m4 ,then turn down on the high speed screw ,a gradually notch by notch until a slowing down of the motor is observed4 ,then turn up or open the screw anti-clockwise until the motor runs at the highest rate of speed for that particular setting of the throttle4 ,to make the low speed adjustment ,b proceed as follows3 ,retard the spark fully and close the throttle as far as possible without causing the motor to come to a stop4 ,if upon idling the motor tends to roll or load it is an indication that the mixture is too rich and therefore the low speed screw ,b should be turned away from the seat anti-clockwise1 thereby permitting more air to enter into the idling mixture4 ,it is safe to say that the best idling results will be obtained when the screw ,b is not much more or less than one and one-half turns off the seat4 ,after satisfactory adjustments have been made with the motor vehicle stationary1 it is most important and advisable to take the vehicle out on the road for further observation and finer adjustments4 ,if upon rather sudden opening of the throttle the motor backfires1 it is an indication that the high speed mixture is too lean1 and in this case the high speed screw ,a should be opened one notch at a time until the tendency to backfire ceases4 ,on the other hand if when running along with throttle open1 the motor rolls or loads1 it is an indication that the mixture is too rich1 and this condition is overcome by turning the high speed screw ,a down 7clockwise7 until this loading is eliminated4 ,,stromberg ,,model ,l ,,carburetor ,there are three adjustments2 the high speed1 the extremely low speed or idle1 and the 8economizer40 ,the high speed is controlled by the knurled nut 8,a0 which locates the position of the needle 8,e0 past whose point is taken all the gasoline at all speeds4 ,turning nut 8,a0 to the right 7clockwise7 raises the needle 8,e0 and gives more gasoline1 to the left1 or anticlockwise1 less4 ,illustration3 ,fig4 #cc4 ,stromberg ,model 8,l0--,adjustment ,points ,if an entirely new adjustment is necessary1 use the following practice4 ,put economizer 8,l0 in the #eth notch 7or farthest from float chamber7 as an indicator1 turn nut 8,a0 to the left1 anticlockwise1 until needle 8,e0 reaches its seat1 as shown by nut 8,a0 not moving when throttle is opened and closed4 ,when needle 8,e0 is in its seat it can be felt to stick slightly when nut 8,a0 is lifted with the fingers4 ,find adjustment of 8,a0 where it just begins to move with the throttle opening1 then give #bd notches to the right or clockwise 7the notches can be felt74 ,then move the economizer pointer 8,l0 back to the #j notch 7toward float chamber74 ,this will give a rich adjustment4 ,after starting and warming up the motor1 thin out the mixture by turning 8,a0 anticlockwise1 and find the point where the motor responds best to quick opening of the throttle1 and shows the best power4 ,the gasoline for low speed is taken in above the throttle through a jet at 8,k0 and is regulated by dilution with air as controlled by the low speed adjusting screw 8,b40 ,screwing 8,b0 in clockwise gives more gasoline2 outward1 less4 ,the best adjustment is usually to #c turns outward from a seating position4 ,note that this is only an idling adjustment and does not effect the mixture above #h miles per hour4 ,when motor is idling properly there should be a steady hiss in the carburetor2 if there is a weak cylinder or manifold leak1 or if the idle adjustment is very much too rich1 the hiss will be unsteady4 ,the economizer device operates to lean out the mixture by lowering the high speed needle 8,e0 and nut 8,a0 a slight but definitely regulated amount at throttle positions corresponding to speeds from #e to #dj miles per hour4 ,the amount of drop and consequent leaning is regulated by the pointer 8,l40 ,after making the high speed adjustment for best power1 with pointer 8,l0 in #j notch1 as above described1 place throttle lever on steering wheel to a position giving about #bj miles per hour road speed4 ,then move pointer 8,l0 clockwise 7away from float chamber71 one notch at a time1 till motor begins to slow down4 ,then come back one notch4 ,the amount of economizer action needed depends upon the grade of gasoline and upon the temperature4 ,in the mid-west the best economizer adjustment will usually be the third or fourth notch4 ,with ,pennsylvania gasoline and in the ,south1 the #bnd notch2 while on the ,pacific coast no economizer is necessary unless distillate 7which should not be below #ei degrees ,baume7 is used4 ,also fewer notches economizer action will be necessary in summer than in winter4 ,,chapter ,v 8,,nitro0-,,sunderman ,,carburetor ,illustration3 ,fig4 #cd4 ,sunderman ,carburetor ,fig4 #cd shows a through section of the new 8,nitro0-,sunderman carburetor4 ,this is practically a new model presented to the automobile industry for #aiai and #aibj4 ,it is claimed that it is an exact fulfillment of the long sought method of accurate compensation4 ,it is of the single plain tube design with a single gasoline nozzle in the shape of a mushroom placed in the center of the air passage4 ,around this nozzle1 however1 rests the floating venturi which is a large end and small center floating air tube seen in ,fig4 #ce which hurries the air at low speeds and checks the rush at high velocities4 ,fig4 #ce shows the commencement of action at idling speeds1 and as the gasoline for idling comes from the same nozzle which furnishes the maximum power1 an air by-pass is provided to reduce the suction on the nozzle at low speeds4 ,the one single adjustment on this type of carburetor is shown at 7,x7 in ,fig4 #cf1 and is used only to control the passage of air through the by-pass at idling or low speeds4 ,in ,fig4 #cd the engine's demand has increased to a point where the suction is greater than the weight of the venturi1 which causes it to rise on the air stream1 and open up the air passage around the head of the nozzle4 ,this allows the compensation for the correct ratios of the air and gasoline mixtures4 ,illustration3 ,fig4 #ce4 ,sunderman ,carburetor ,in ,fig4 #cg the venturi closes the air by-pass and under full suction1 gives the maximum area around the nozzle for leaner mixtures and full volumetric4 ,the unrestricted air passage in the plain tube type of carburetor is here worked out to its fullest development4 ,illustration3 ,fig4 #cf4 ,sunderman ,carburetor ,the ,venturi4--,this is a stream line air passage tapered to a narrow throat near the center which increases the velocities without offering a restriction to the free air passage1 and being of a very loose fit in the carburetor1 is allowed to float up and down on the air stream around the nozzle over which it automatically centers at all times4 ,the venturi goes into action slowly as it is retarded by the action of the air by-pass1 but rises fast when the latter is cut off4 ,it rides on the air stream at a perfect balance and offers no resistance to the air passage because of its stream line taper1 and as the venturi float is sensitive to a fine degree1 it is ready for any change in the motor suction and compensates accordingly4 ,the jet tube running up into the mushroom head contains a jet which is drilled for the particular requirements of the motor on which the carburetor is installed4 ,this jet feeds into the mushroom head which is drilled with four small holes which spread the gasoline by capillary action in a fine fan film to all sides of the under surfaces of the slot4 ,here the ascending air picks it off at right angles to its path in a very fine vapor4 ,this vapor is carried up the stream line venturi without cross currents and is in a finely mixed state of flame-propagation4 ,the heavier fuels are readily broken up with this nozzle and straight kerosene has been used with success4 ,this carburetor does not require any other care than a thorough cleaning out once or twice in a season4 ,illustration3 ,fig4 #cg4 ,sunderman ,carburetor ,,the ,,schebler ,,model 8,r0 ,,carburetor ,fig4 #ch shows a section view of operation and adjustment on the model 8,r0 ,schebler carburetor4 ,this carburetor is designed for use on both four and six cylindered motors4 ,it is of the single jet raised needle type1 automatic in action1 the air valve controlling the needle valve through a leverage arrangement4 ,this leverage attachment automatically proportions the amount of gasoline and air mixture at all speeds4 ,this type of carburetor has but two adjustments4 ,the low speed adjustment which is made by turning the air valve cap and an adjustment on the air valve spring for changing its tension4 7,a7 shows the air valve adjusting cap4 7,b7 is the dash control leverage attachment4 7,c7 is the air valve and jet valve connection4 7,d7 is the boss that raises the jet valve needle and lowers the spring tension on the air valve giving a rich mixture in starting4 ,the needle valve seats in ,e and controls the nozzle spray4 7,f7 is the air valve spring tension adjusting screw4 ,illustration3 ,fig4 #ch4 ,schebler ,model ,r ,carburetor ,assembled ,model ,r ,adjustment4--,to adjust this carburetor turn the air valve cap to the right until it stops1 then to the left one complete turn1 start the motor with the throttle open2 after it is warmed up turn the air valve cap to the left until the motor hits perfectly4 ,advance throttle on quadrant4 ,if the engine backfires turn screw 7,f7 up1 increasing the tension on the air spring until acceleration is satisfactory4 ,,chapter ,,vi ,,the ,,stewart ,,carburetor ,fig4 #ci shows the ,stewart carburetor used on ,dodge ,brothers cars1 which is of the float feed type in which a fine spray of gasoline is drawn from an aspirating tube by a current of air induced by the engine pistons4 ,the supply of gasoline being regulated by a float which actuates a needle valve controlling the outlet of the feed pipe4 ,this tube is also called the spray nozzle4 ,this type of carburetor is commonly used on automobile engines4 ,it consists of a float chamber containing a float1 functions of which are described below1 a mixing chamber in which the gasoline spray is reduced to vapor and mixed with air 7i4 e41 8carbureted0 in proper proportion74 ,the float and valve maintain a constant or even supply of gasoline for the carburetor4 ,the gasoline flows from the filter ,z into the float chamber ,c through the inlet valve ,g1 which is directly actuated by the float ,f1 so that it closes or opens as the float rises or falls4 ,as the float rises the valve is closed until the float reaches a certain predetermined level1 at which the valve is entirely closed4 ,if the float falls below this level because of a diminishing supply of gasoline in the float chamber1 the valve is automatically opened and sufficient fresh gasoline is admitted to bring the level up to the proper point4 ,from the foregoing it will be seen that the float chamber in reality serves as a reservoir of constant supply1 in which any pressure to which the gasoline has been subjected in order to force it from the tank is eliminated4 ,when the engine is running gasoline is1 of course1 being constantly drawn off from the float chamber through the aspirating tube ,l1 as will be described later1 to meet the requirements of the motor1 but in practice the resulting movement of the inlet valve is very slight and hence the flow of gasoline into the float chamber is nearly constant4 ,the gasoline inlet valve is also called the 8needle valve40 ,illustration3 ,fig4 #ci4 ,stewart ,carburetor ,between the float chamber ,c and the engine connection of the carburetor is an enclosed space called the mixing chamber ,o4 ,this compartment is provided with a valve for the ingress of free air4 ,extending into the mixing chamber from a point below the surface of the gasoline in the float chamber is a passage1 ,l for gasoline1 ending with a nozzle1 so constructed that gasoline drawn through it will come forth in a very fine spray4 ,this is called the aspirating tube1 atomizer1 or more commonly1 the spray nozzle4 ,the air inlet ,,aa to the mixing chamber on the carburetor used on the ,dodge is in the shape of a large tube extending from the carburetor to a box on the exhaust manifold4 ,air supplied from this source is heated in order that vaporization of gasoline may be more readily accomplished4 ,a cold air regulator is interposed between this tube and the carburetor proper so that in hot weather cool air may be admitted4 ,this should always be closed when the temperature of the atmosphere is below #fj ,f4 ,the action of the carburetor is as follows3 ,the suction created by the downward stroke of the pistons draws air into the mixing chamber through the air ducts 7drilled holes ,,hh74 ,the same suction draws a fine spray of gasoline through the aspirating tube ,l 7spray nozzle7 into the same compartment1 and the air1 becoming impregnated with the gasoline vapor thus produced1 becomes a highly explosive gas4 ,in order that the proportion of air and gasoline vapor may be correct for all motor speeds1 provision is made by means of a valve ,a for the automatic admission of larger quantities of both at high motor speeds4 ,the ducts are open at all times1 but the valve is held to its seat by its weight until the suction1 increasing as the motor speed increases1 is sufficient to lift it and admit a greater volume of air4 ,the valve ,a is joined to the tube ,l1 hence the latter is raised when the valve is lifted and the ingress of proportionately larger quantities of gasoline is made possible4 ,this is accomplished by means of a metering pin ,p normally stationary1 projecting upward into the tube ,l4 ,the higher the tube rises the smaller is the section of the metering pin even with its opening1 and hence the greater is the quantity of gasoline which may be taken into the tube4 ,the carburetor thus automatically produces the correct mixture and quantity for all motor speeds4 ,the metering pin is subject to control from the dash1 as will be explained later1 by means of a rack ,n1 and pinion ,m4 ,to change the fixed running position of the pin1 turn the stop screw to the right or left4 ,turning this screw to the right lowers the position of the metering pin and turning it to the left raises it4 ,as the pin is lowered more gasoline is admitted to the aspirating tube at a given motor speed1 thus enriching the mixture4 ,a wider range of adjustment of the position of the metering pin may be had by releasing the clamp of the pinion shaft lever and changing its position with relation to the shaft4 ,this should never be attempted by any save experts in this class of work4 ,the carburetor used on the ,dodge ,brothers car is so nearly automatic in its action that it is not effected by climatic conditions1 or changes in altitude or temperature4 ,it automatically adjusts itself to all variations of atmosphere4 ,it is1 therefore1 wise to see if the causes of any troubles which may develop are not due to derangements elsewhere than at the carburetor before attempting any changes of its adjustment4 ,make all adjustments with dash adjustment all the way in4 ,the metering pin should not be tampered with unless absolutely necessary4 ,if replacement of this pin should become necessary1 it may be accomplished as follows3 ,first1 remove the cap nut at the bottom of the rack and pinion housing4 ,next1 turn pinion shaft slowly from right to left 7facing toward the carburetor7 until the bottom of the metering pin appears at the bottom of the pinion shaft housing4 ,continue to turn the shaft slowly in the same direction1 releasing the connection to the dash control if necessary1 until the rack to which the pin is fastened drops out4 ,the palm of the hand should be held to receive this as the parts are very loosely assembled4 ,the pinion shaft should be retained at the exact position at which the rack is released4 ,install a new metering pin1 the way to do this will be obvious1 and return the rack to its proper mesh with the pinion4 ,replace dash attachment 7if detached71 replace cap1 adjust per instructions given on previous page4 ,the loose assembling of the metering pin in the rack is for the purpose of providing for freedom of movement of the metering pin and in order that binding in the aspirating tube may be avoided4 ,the gasoline filter is installed on the carburetor at a point where the fuel pipe is connected4 ,the pressure within the gasoline tank forces the fuel through the pipe1 through the filter screen 7,,zo in the filter7 and thence out through the opening to the carburetor4 ,the filter cap ,,cc may be removed by turning the flanged nut on the bottom of carburetor to the left1 thus releasing the inlet fitting4 ,the filter screen or strainer should occasionally be cleaned4 ,this may be readily accomplished by removing the filter cap to which the screen is attached4 ,the filter should be screwed up tight when replaced4 ,,chapter ,,vii ,,the ,,carter ,,carburetor ,illustration3 ,fig4 #dj--;,carter ,carburetor ,fig4 #dj shows the ,carter carburetor which embodies a radically new principle4 ,it belongs to the multiple-jet type1 but possesses this striking difference1 variations in fuel level are utilized to determine the number of jets in action at any time4 ,the variations in fuel level occur in a vertical tube known as the 8stand pipe40 ,they take place in instant response to the slightest change in the suction exerted by the engine4 ,as this suction depends directly on the engine's speed1 it can clearly be seen that this provides a marvelously sensitive means of automatic control4 ,a large number of exceedingly small jets are bored spirally around the upper portion of this tube4 ,as a result1 the level at which the fuel stands within it1 determines the number of jets from which delivery is being made at any instant and the gasoline supply is always directly proportioned to the engine speed1 however suddenly changes in speed take place4 ,owing to the comparatively large number of these jets1 their exceedingly small size1 and their correspondingly short range of action1 the flow of fuel is absolutely uninterrupted4 ,the instrument is permanently adjusted for low and intermediate speeds at the time of installation4 ,an auxiliary air valve controlled from dash or steering post forms the high speed adjustment as well as affording a means of securing absolute uniformity of mixture under widely varying conditions of weather1 temperature1 or altitude1 directly from the driver's seat4 ,a simple method of enabling each cylinder to such a rich priming charge direct from the float chamber is another valuable feature that obviates all need of priming and insures easy starting in the coldest winter weather4 ,,chapter ,,viii ,,the ,,schebler ,,plain ,,tube ,,carburetor ,,model 8,,ford ,a0 ,illustration3 ,fig4 #da4 ,schebler ,carburetor ,model ,ford ,a--,sectional ,view ,d--,,choker ,,or ,,shutter ,,in ,,air ,,bend4 ,,be--,,levers ,,closing ,,choker1 ,,operated ,,from ,,steering ,,column ,,and ,,front ,,of ,,radiator4 ,h--,,low ,,speed ,,gasoline ,,adjusting ,,needle4 ,i--,,high ,,speed ,,gasoline ,,adjusting ,,needle4 ,k--,,idle ,,and ,,low ,,speed ,,bypass4 ,m--,,acceleration ,,well4 ,p--,,pilot ,,opening4 ,the ,pilot tube principle is introduced for the first time in the carburetor and this ,pilot tube or improved type of gasoline nozzle is so designed or built that it automatically furnishes a rich mixture for acceleration and thins out this mixture after the normal motor speed has been reached4 ,this furnishes a very economical running mixture at all motor speeds1 together with a smooth and positive acceleration4 ,the importance of this ,pilot tube or nozzle principle cannot be over emphasized1 as it furnishes a flexible1 powerful and economical mixture1 without the addition of any complicated parts4 ,the ,ford 8,a0 carburetor has no parts to wear or get out of adjustment4 ,illustration3 ,fig4 #db4 ,schebler ,carburetor ,model ,ford ,a--,adjustment ,points ,two gasoline needle adjustments are furnished4 ,one for low speed and idling and one for high speed4 ,these adjustments have been found advisable and necessary to properly handle the present heavy grades of fuel and the variations in the motor due to wear1 etc4 ,those adjustments also insure the attaining of the widest range of motor speed4 ,a double choker is furnished1 and with these controls the ,ford can be easily started under the most severe weather conditions and the mixture controlled from the driver's seat4 ,with the ,ford 8,a0 carburetor a low speed of four to five miles an hour can be secured without any loading or missing4 ,also1 with this carburetor the maximum speed and power of the motor are obtained4 ,,instructions ,,for ,,installing ,,and ,,adjusting ,,the ,,schebler ,,ford 8,a0 ,,carburetor ,first1 remove the ,ford carburetor from the manifold1 also the dash board control1 the hot air drum1 and tubing1 and the radiator choke wire4 ,be sure to save the cotter pin used in the throttle control4 ,install the ,schebler carburetor1 using gasket and cap screws which are furnished with the equipment4 ,the gasoline connection is the same as regularly furnished on the ,ford equipment and no other connections are necessary4 ,screw the connections on the ,ford gasoline line onto the connection furnished on the carburetor4 ,attach the hot air drum and the tubing to the exhaust manifold and run the choke wire through the radiator4 ,before adjusting carburetor1 see that the spark plugs are clean and set about 4#jce1 or nearly the thickness of a new dime4 ,see that the compression is good and equal on all four cylinders4 ,see that the timer is clean and in good shape1 as an occasional miss is due to the roller in the timer becoming worn4 ,also1 be sure that there is no leak in the intake manifold4 ,the steering post control must be set so that the tubing is fastened into set screw 7,a7 and the control wire is fastened through the binding post in lever 7,b7 with steering post control or plunger pushed clear in and the butterfly shutter 7,d7 in the hot air horn or bend open1 so that when the plunger control is pulled out the wire 7,c7 in the binding post 7,b7 on lever closes the shutter 7,d7 almost completely4 ,this will furnish a rich mixture for starting and warming up the motor under normal weather conditions4 ,the wire running to the front of the radiator must be attached to lever 7,e7 so that when the motor is cold1 the shutter 7,d7 can be closed tight1 thus insuring positive starting4 ,however1 this wire must be released immediately upon starting the motor or the motor will be choked by excess of gasoline4 ,to start the motor1 open low speed needle 7,h7 and high speed needle 7,i7 about four or five complete turns4 ,you will note that the needles have dials which indicate turning needle to the right cuts down the gasoline supply4 ,pull out steering post control1 open throttle about one-quarter way1 retard the spark1 pull out radiator choke wire which will close shutter and crank the motor4 ,after motor is started1 immediately release radiator choke wire and gradually push in the steering post control or plunger and let the motor run until it is warmed up4 ,then first adjust the high speed needle 7,i7 until the motor runs smoothly and evenly with retarded spark4 ,close throttle part way and adjust idle needle until motor runs smoothly at low speed4 ,in order to get the desired low throttle running1 use the throttle stop screw 7,l7 which will control the throttle opening and give you the desired low speed running4 ,a strainer is furnished on the carburetor which prevents dirt or sediment getting into the bowl of the carburetor and choking up the gasoline nozzle or causing flooding4 ,,chapter ,,ix ,,kerosene ,,carburetors ,experiments have been carried on for quite some time pertaining to the development of a more successful carburetor which will burn the heavier fuels4 ,the chief difficulty encountered is to find a more suitable way to vaporize these low grade fuels4 ,kerosene can be used1 only with an application of heat to the manifold to aid in the evaporation of the heavier parts of this fuel4 ,the exhaust pipes are available for this source of heat1 but as there is no heat from this source until the engine is running1 it is necessary to start the engine on gasoline and switch over to the heavier fuels after the warming-up process4 ,illustration3 ,fig4 #dc4 ,holley ,kerosene ,carburetor ,fig4 #dc shows the ,holley kerosene carburetor which is adaptable to any type of engine by making simple changes in the exhaust manifold to include the heating coil tube4 ,this carburetor will operate successfully on any hydro-carbon fuel with a boiling point below #fjj ,f4 ,two float chambers are provided to take care of the starting and running fuels4 ,the engine is started on the gasoline part of the carburetor and after a short warming-up period the feed is switched to the kerosene part of the device4 ,illustration3 ,fig4 #dd4 ,holley ,kerosene ,carburetor ,installment ,the principle upon which this device operates is to provide a primary mixture by means of a needle valve and a very small aspirating jet which gives a mixture that is too rich for combustion4 ,this rich mixture of atomized fuel is carried through a coil tube of very thin wall thickness1 which is exposed to the exhaust gases1 directly in the exhaust manifold4 ,the temperature in this coil tube reaches as high as #ejj degrees ,f4 ,the globules of the over rich mixture are broken up here and flow directly into the mixing chamber1 where additional air enters1 diluting the mixture to make it combustible4 ,the opening of the air valve is controlled by the suction of the engine and by the throttle valve4 ,the shifter valve for changing the operation from gasoline to kerosene is conveniently arranged for dash control1 when the engine becomes warm4 ,a primer is arranged in the manifold just above the carburetor and aids in cold weather starting4 ,fig4 #dd shows the installation of the ,holley kerosene carburetor4 ,in this case it was necessary to add a compartment on the exhaust manifold to contain and heat the coil tube4 ,there are some details that must be taken care of on installation4 ,a small auxiliary tank must be provided to hold the gasoline for starting1 while a larger tank must be provided to carry the main supply of kerosene4 ,the adjustments of this type of carburetor is through a needle valve located in each fuel chamber1 and as it is impossible to give any set adjustment that would apply to the many different types of motors1 the proper adjustment must be worked out4 ,this is done by shifting to the gasoline and turning the needle valve to the right and left and noting the point at which the engine runs the smoothest4 ,the needle valve is then set at this point4 ,the fuel shifter valve is turned to feed the kerosene1 and this adjustment is made in the same manner4 ,,chapter ,x ,,heated ,,manifolds ,,and ,,hot ,,spots ,heat added to the manifold is the probable solution of the present low-test fuel supplied to the motorist4 ,in the first place you may be satisfied if your motor runs and does not give any noticeable loss of power4 ,but the question is1 are you getting full power out of your motor in accordance with the amount of fuel consumed8 ,and are you getting the proper amount of mileage out of each gallon8 ,the answer to both questions would probably be in the negative1 if both questions were taken up individually by owners4 ,illustration3 ,,exhaust ,,intake ,,exhaust ,,governor ,,governor ,,carburetor ,fig4 #de4 ,hot ,spot ,manifold ,one of the best solutions1 if not the best1 is the new hot-spot manifold used on the ,liberty engine1 which was designed for ,army use4 ,fig4 #de shows the hot-spot ,liberty engine manifold4 ,the intake manifold is external but short1 therefore does not offer much opportunity for the liquid to condense4 ,from the carburetor it rises up straight to a point well above the valve ports and the cylinder blocks1 and at the top of the rise it touches the exhaust pipe and divides1 the two branches sweeping downward quite clear of the exhaust manifold to each block of cylinders4 ,about three inches of the intake passage is exposed to the exhaust manifold top4 ,the advantage of this design is that the heating element affects practically only the liquid fuel and does not have much effect on the fuel already vaporized4 ,naturally the liquid fuel is heavier than the vapor1 and as the mixture rushes up the manifold at a high rate of speed and turns to the right or left1 the heavier liquid particles are thrown straight against the hot-spot1 where they are boiled off in vapor4 ,thus1 although the total amount of heat supplied to the incoming charge is small1 vaporization is good1 since pains have been taken to supply the heat where it is needed4 ,illustration3 ,fig4 #df4 ,holley ,vapor ,manifold--,ford ,cars ,fig4 #df shows the ,holley vapor manifold for ,ford cars which is intended to completely vaporize gasoline by applying heat at the proper point4 ,as will be noted by the arrows1 the exhaust gases pass down1 striking a hot-spot at the top of the internal intake passage4 ,the exhaust gases flow along this passage and finally pass out at the bottom4 ,the heavier particles of fuel1 after leaving the carburetor1 strike against the wall at point 7,a7 and there are broken up by the exhaust gases4 ,should any of the globules not be broken up at this point1 they will be vaporized when they strike the hot-spot at 7,b7 as this is directly in contact with the exhaust gases4 ,it will be noted that the heavier globules are subjected to a rising temperature4 ,starting at 7,a7 and finishing at 7,b7 a control valve regulates the amount of heat supplied to the intake manifold4 ,,chapter ,,xi ,,cooling ,,systems ,,type1 ,,operation ,,and ,,care ,cooling systems are provided on all types of gasoline engines4 ,as the heat generated by the constant explosions in the cylinders would soon overheat and ruin the engine were it not cooled by some artificial means4 ,circulation ,systems4--,there are two types of water circulating systems4 ,the ,thermo ,syphon1 and the ,force ,pump circulating systems4 ,illustration3 ,fig4 #dg4 ,thermo-,syphon ,cooling ,system ,fig4 #dg shows how the water circulates in the ,thermo-,syphon system4 ,it acts on the principle that hot water seeks a higher level than cold water1 consequently when the water reaches a certain temperature1 approximately #ahj ,f41 circulation commences and the water flows from the lowest radiator outlet pipe up through the water jackets into the upper radiator water tank1 and down through the thin tubes to the lower tank to repeat the process4 ,the heat is extracted from the water by its passage through the thin metal tubing of the radiator to which are attached scientifically worked out fins which assist in the rapid radiation of the heat4 ,the fan just back of the radiator sucks the air through the small tubes which connect the upper and lower radiator tanks4 ,the air is also driven through between these tubes by the forward movement of the car4 ,the ,force ,pump ,circulation ,system4--,the ,force ,pump circulating system is constructed in the same manner as the ,thermo ,syphon ,cooling ,system4 ,the only difference in the two systems is that a small pump is attached to the lower radiator pipe to force the circulation of the water4 ,the pump is usually of the centrifugal type and consists of a fan-shaped wheel operated in a snugly fitted housing4 ,the water enters at the hub and is thrown out against the housing and is forced on by the rapid action of the fan blades4 ,another type of pump is used by some manufacturers which consist of two meshed gears of the same size1 which operate in a snugly fitted housing4 ,these gears operate in a direction toward each other1 the water is carried forward or upward in the space between the teeth1 and is forced on when the teeth mesh and fill the space4 ,overheating4--,overheating may be caused by carbonized cylinders1 too much driving on low speed1 not enough or a poor grade of lubricating oil1 spark retarded too far1 racing the engine1 clogged muffler1 poor carburetor adjustment1 a broken or slipping fan belt1 jammed radiator tube1 leaky connection1 or low water4 ,radiator ,cleaning4--,the entire circulation system should be thoroughly cleaned occasionally4 ,a good cleaning solution is made by dissolving one-half pound of baking soda in three and one-half to four gallons of soft water4 ,the radiator is filled with the solution and left to stand for twenty to thirty minutes4 ,the hose is then removed from the lower pipe1 water is then turned into the radiator through the filler spout until the system is thoroughly flushed out4 ,freezing4--,unless an anti-freezing solution is used through the cold months you are bound to experience trouble4 ,the circulation does not commence properly until the water becomes heated4 ,it is apt to freeze at low temperatures before circulation commences4 ,in case any of the small tubes are plugged or jammed they are bound to freeze and burst open if the driver attempts to get along without a non-freezing solution4 ,freezing ,solution4--,wood or denatured alcohol can be used to a good advantage4 ,the following table gives the freezing point of solutions containing different percentages of alcohol4 #bj solution freezes at #ae above zero4 #cj solution freezes at #h below zero4 #ej solution freezes at #cd below zero4 ,a solution composed of #fj of water1 #aj of glycerine1 and #cj of alcohol is commonly used1 its freezing point being #h below zero4 ,evaporation4--,on account of evaporation1 fresh alcohol must be added frequently in order to maintain the proper solution4 ,radiator ,repairs4--,a small leak may be temporarily repaired by applying brown soap1 or white lead1 but the repair should be made permanent with solder as soon as possible4 ,a jammed radiator tube is a more serious affair4 ,while the stopping up of one tube does not seriously interfere with circulation1 it is bound to cause trouble sooner or later1 and the tube will freeze in cold weather4 ,cut the tube an inch above and below the jam and insert a new piece soldering the connection4 ,if the entire radiator is badly jammed or broken1 it will probably be advisable to install a new one4 ,air ,cooling ,system4--,air cooling has been developed to a point where fairly good results are attained4 ,this system has an advantage over the circulating systems1 in that the weight of the radiator and water is done away with1 and no trouble is experienced with stoppage of circulation and leaky connection4 ,this system1 however1 has its drawbacks1 in that it cannot be used successfully on the larger and more compact engines4 ,in order to allow the necessary large space for radiation1 the cylinders are heavily flanged and set separately4 ,the fan is placed in a much higher position than usual1 in order that the air current may strike the heads of the cylinders and circulate downward4 ,compression is also lowered considerably to prevent heat generation and pre-ignition4 ,on account of the small size of the cylinders and low compression1 it is necessary to operate an air cooled engine at a very high rate of speed to produce sufficient power for automobile locomotion4 ,the fan must be kept in good working condition1 and care should be exercised in not allowing the engine to run idle for any length of time4 ,,chapter ,,xii ,,muffler ,,construction1 ,,operation ,,and ,,care ,the muffler was designed to silence the otherwise loud report of the exploding charge of gas1 which is released from the cylinders by the sudden opening of the exhaust valves4 ,while these devices are differently shaped and formed1 the functional purpose and action is practically the same in all designs4 ,the burnt or inert gases are forced from the cylinders on the exhaust stroke4 ,it passes into the exhaust manifold which absorbs some of the heat before it reaches the muffler4 ,illustration3 ,hanger ,tie ,rod ,split ,clamp ,nut ,muffler ,shell ,spacer ,spacer ,nozzle ,center ,pipe ,fig4 #dh4 ,muffler--,three ,compartment ,fig4 #dh shows a three compartment muffler4 ,the burnt gases enter compartment ,no4 #a from the exhaust pipe4 ,this compartment is sufficiently large to spread the volume which lessens the pressure and force4 ,it then enters the rear compartment ,no4 #c1 through the center pipe2 it expands again and passes through the perforated spacer plate1 enters compartment ,no4 #b1 and escapes through the nozzle in an even silent flow4 ,the muffler at all times produces a certain amount of back-pressure on the engine which results in a slight loss of power4 ,the back pressure exerted by the majority of mufflers1 however1 is very slight and has a tendency to counter balance or equalize the sudden shock delivered to the bearings by the explosion over the piston head4 ,the muffler may also become fouled by the use of too much or too heavy a grade of lubricating oil1 which will cause the expansion space and the small holes in the spacer plates to become clogged with carbon and soot4 ,this carbon and soot soon bakes into a hard crust causing much back pressure which results in a considerable loss of power4 ,this condition will become noticeable first by a loss of considerable power caused by an overheated motor4 ,if this condition is not remedied1 the exhaust manifold and pipe leading to the muffler will soon become red-hot1 causing much danger of a serious damage loss to the car from fire4 ,illustration3 ,fig4 #di4 ,muffler ,muffler4--,to eliminate or remedy this condition1 disconnect manifold pipe from the muffler1 remove the muffler from hangers1 and disassemble it by removing the nuts from the tie rods which release the end plates4 ,this will allow the compartment walls and spacer plates to be drawn from the sleeve4 ,each compartment and spacer plate should be removed sectionally1 and its position carefully noted1 in order that it may be replaced correctly in re-assembling4 ,the walls of the sleeve1 and the compartment end plates are scraped and rubbed with a piece of sandpaper4 ,a small round file may be used in cleaning the center pipe4 ,the spacer plates are scraped and sandpapered4 ,the small holes in the spacer plates may be opened by using the tapered end of a small file4 ,fig4 #di shows a muffler of another design4 ,the burnt gas enters a compartment containing three saucer shaped spacers which retard and break up the volume4 ,it then passes through an open compartment and enters reversed spacers through small holes near the sleeve wall4 ,it centers or forms slightly in volume and escapes to the next compartment through a small hole in the center of the second spacer4 ,this action of forming and breaking is kept up until the outlet is reached4 ,,chapter ,,xiii ,,vacuum ,,systems ,,construction1 ,,operation ,,and ,,care ,the vacuum systems have proved to be one of the important inventions pertaining to successful motor operation4 ,they are self contained1 simple in construction and automatic in operation4 ,they do away with the troublesome power and hand pressure pumps and their connections4 ,illustration3 ,,air ,,vent ,,from ,,intake ,,manifold ,,from ,,gasoline ,,supply ,,tank ,fig4 #ej4 ,vacuum ,system--,top ,arrangement ,fig4 #ej shows the top arrangement and connections4 ,r is the air vent over the atmospheric valve4 ,the effect of this is the same as if the whole tank were elevated1 and is for the purpose of preventing an overflow of gasoline1 should the position of the car ever be such as to raise the fuel supply tank higher than the vacuum tank4 ,d shows the pipe connection from the fuel supply tank4 ,c shows the pipe connection to the intake manifold4 ,w shows a tap or vent through which gasoline may be fed into the upper chamber1 in case the fuel supply tank is damaged or put out of commission4 ,r shows the air vent connection from the lower tank4 ,fig4 #ea shows a general diagram of vacuum system installation4 ,one of the chief advantages is that it allows the carburetor to be placed near the head of the motor and does away with the long manifold connections required with the gravity feed systems4 ,this also reduces the frictional resistance1 gives a richer mixture and greater volume of flow4 ,illustration3 ,,airvent ,a--,,connection ,,between ,,intake ,,manifold ,,and ,,vacuum ,,tank ,c--,,connection ,,from ,,vacuum ,,tank ,,to ,,carburetor ,b--,,connection ,,between ,,main ,,gasoline ,,supply ,,tank ,,and ,,vacuum ,,tank ,fig4 #ea4 ,vacuum ,system ,installation ,fig4 #eb shows a sectional view of the ,stewart ,vacuum ,system and explains the operative value of each part4 ,a is the suction valve for opening and closing the connection to the manifold through which a vacuum is extended from the engine manifold to the gasoline tank4 ,b is the atmospheric valve1 and permits or prevents an atmospheric condition in the upper chamber4 ,when the suction valve ,a is open and the suction is drawing gasoline from the main supply tank1 the atmospheric valve ,b is closed4 ,when the suction valve ,a is closed1 the atmospheric valve ,b must be open1 as an atmospheric condition is necessary in the upper tank in order to allow the gasoline to flow through the flapper valve ,h into the lower chamber4 ,c is a pipe connecting the tank to the intake manifold of the engine4 ,d is a pipe connecting the tank to the main fuel supply tank4 ,e is the valve control lever and has two coil tension springs ,s attached to operate the short valve lever ,f4 ,g is the metallic air-containing float1 which controls the action of the valves through the spring and lever arrangement4 ,h is the flapper valve at the outlet of ,t1 and it closes by suction when the vacuum valve ,a is open4 ,when the vacuum valve ,a closes1 the atmospheric valve ,b opens and relieves the suction in the upper tank1 the flapper valve ,h opens and allows the fuel to flow from the upper tank into the lower chamber4 ,illustration3 ,,air ,,vent ,,to ,,intake ,,passage ,,from ,,gasoline ,,tank ,,float ,,valve ,,upper ,,chamber ,,lower ,,chamber ,,to ,,carburetor ,fig4 #eb4 ,vacuum ,system ,diagram--,stewart ,warner ,j is a plug in the bottom of the tank which can be removed to clean or drain the tank4 ,this plug can be removed and replaced with a pet-cock for drawing off gasoline for priming or cleaning purposes4 ,k is the line to the carburetor4 ,it is extended on the inside of the tank to form a pocket for trapping water and sediment4 ,l is a channel space between the inner and outer shells and connects with the air vent ,r1 thus admitting an atmospheric condition to exist in the lower chamber at all times1 and thereby permitting an uninterrupted flow of gasoline to the carburetor4 ,r is an air vent over the atmospheric valve2 the effect of this valve is the same as if the whole tank was elevated4 ,it is also for the purpose of preventing an overflow of gasoline should the position of the car ever be such as would raise the fuel supply tank higher than the vacuum tank4 ,through this tube the lower or reservoir chamber is continually open to atmospheric pressure4 ,t is the outlet at the bottom of the float chamber in which the flapper valve ,h is located4 ,u is the float stem guide4 ,v is a strainer which prevents foreign matter from passing into the vacuum chamber4 ,w is a tap or vent through which gasoline may be fed into the upper chamber if the fuel tank is damaged or put out of commission4 ,the simple and durable construction of this system makes it unlikely that the car owner will ever need to make internal repairs4 ,before attempting to repair this tank make sure that the trouble is not due to some other cause4 ,air ,vent4--,a small amount of gasoline may escape through the air vent occasionally4 ,this will do no harm and no adjustment is needed4 ,however1 if the vent tube continues to overflow1 one of the following conditions will be responsible3 #a4 ,the air hole in the main supply tank is stopped up1 or the hole is too small4 ,enlarge the hole or clean it out4 #b4 ,if gasoline leaks from the system except from the vent tube1 it can only do so from one of the following causes3 a4 ,a leak may exist in the outer wall of the tank4 ,if so soldering it up will eliminate the trouble4 b4 ,the carburetor connection on the bottom of the tank may be loose4 c4 ,there may be a leak in the tubing at the head of the tank4 d4 ,the cover of the tank may be loose4 ,failure to ,feed ,gasoline to the ,carburetor4--,this condition may be due to other causes than the vacuum system4 ,do not tinker with it until you are sure that the trouble is not elsewhere4 ,flood the carburetor4 ,if gasoline runs out of the float chamber you may be sure that the vacuum system is performing its work properly4 ,to ,remove ,cover4--,to remove the cover for inspection1 take out the screws and run a knife blade carefully around the top to separate the gasket without damaging it4 ,shellac the gasket before you replace it to make the tank air-tight4 ,faulty ,feed4--,if faulty feed is traced to the vacuum tank1 one of the following conditions may be the cause4 ,the float valve ,g may have developed a leak4 ,to repair1 remove the top of the tank to which it is attached4 ,dip the float into a pan of hot water4 ,bubbles will show the leak4 ,punch two small holes1 one at the top1 and one at the bottom1 and blow the gasoline out4 ,then solder up the holes and the leak4 ,use solder carefully in order not to add too much weight to the float4 ,a small particle of dirt may be lodged under the flapper valve4 ,this trouble can usually be remedied by tapping the side of the tank4 ,in order to determine whether or not the flapper valve is working properly1 plug up the air vent tube and remove the pipe extending from the bottom of the tank to the carburetor4 ,start the engine and place a finger over the opening 7from which you removed the tube74 ,if continual suction is felt1 it is evident that the flapper valve is being held off its seat4 ,if tapping the side of the tank will not remedy this condition1 remove the cover and withdraw the upper chamber4 ,the valve is attached to the pipe projecting from the bottom4 ,strainer4--,remove and clean the strainer screen located at ,v1 ,fig4 #eb1 every five or six weeks4 ,this screen collects all the dirt and foreign matter in the gasoline1 and often becomes stopped up4 ,illustration3 ,,connection ,,to ,,gasoline ,,tank ,,suction ,,tube ,,connection ,,to ,,intake ,,manifold ,,strainer ,,vent ,,tube ,,connection ,,cover ,,atmospheric ,,valve ,,suction ,,valve ,,valve ,,lever ,,inner ,,tank ,,springs ,,outer ,,tank ,,float ,,lever ,,float ,,guide ,,flapper ,,valve ,,drain ,,plug ,,connection ,,to ,,carburetor ,fig4 #ec4 ,vacuum ,system--,inside ,view of ,parts--,stewart ,warner ,filling the ,vacuum ,tank4--,to fill the tank after it has been cleaned or repaired1 leave the spark off1 close the gas throttle1 and crank the engine over a few times with the starter or by hand4 ,it takes less than ten seconds to create sufficient vacuum to fill the tank4 ,,chapter ,,xiv ,,electrical ,,dictionary ,,of ,,parts1 ,,units ,,and ,,terms ,before taking up the study of automobile ignition systems and electrical appliances1 we will first devote a little time to study1 in order to become familiar with the different electrical parts1 functions1 terms and names applied to the various units1 and machines4 ,in the first place electricity is not a juice or fluid that flows through a wire1 but is a generated electro-motive force that may be held in storage or conducted from one place to another4 ,it will not flow without a round circuit and seeks ground return at the slightest opportunity4 ,it is designated in terms which express quality1 quantity1 force and action4 ,voltage4--,a volt is an electrical unit1 expressing the force or pressure of the current4 ,the voltage of a system simply means the difference of pressure exerted on the system measured in volts4 ,ampere4--,an ampere is an electrical unit expressing the quality or intensity of the current4 ,ohm4--,an ohm is an electrical unit expressing resistance2 or the resistance of conductors to the flow of current4 ,current4--,the current is the generated electro-motive force4 ,circuit4--,electricity will not flow unless there is a circuit or ground return to its original source4 ,low ,tension ,current4--,low tension current is generated in the primary winding or coil by placing it in a magnetic field4 ,it will flow from one point to another but has very little strength and will not jump the gap at the spark plug4 ,it is used for lighting purposes1 or conducted to an induction coil which transforms it into a high tension alternating current4 ,high ,tension ,current4--,high tension current is generated in the secondary coil by interruption of the primary current or by the rapid magnetization and demagnetization of the core and primary coil4 ,direct ,current4--,direct current is produced by placing a coil or wire in a magnetic field4 ,it is usually conducted to an induction coil where it is transformed into a high tension alternating current4 ,alternating ,currents4--,alternating currents are produced by the rapid breaking down and building up of the primary current4 ,an alternating current flows forward from zero to its highest point of strength and back again to zero4 ,the alternating action takes place so rapidly that a light can be connected in this circuit and it will burn steadily without any noticeable fluctuation4 ,illustration3 ,fig4 #ed4 ,coil ,diagram ,induction ,coil4--,an induction coil consists of a soft iron core2 a primary and secondary winding1 and a set of platinum points4 ,the primary winding is wound directly over the core and consists of a few turns of thick wire4 ,the secondary wire is wound over the primary and consists of a great many turns of thin wire4 ,fig4 #ed shows the functional action of an induction coil4 ,both of the coils are wound on the soft iron core ,a-,b4 ,the primary current which is supplied in this case by a cell or number of cells1 ,c and ,d1 is broken at frequent intervals of time4 ,the method of doing this is as follows3 ,one terminal of the primary coil is connected to the fixed platinum stud ,d1 the other terminal to a spring which carries a piece of soft iron1 ,e4 ,when the spring is unbent it touches the stud ,d1 and a current passes in the primary4 ,the core of soft iron becomes magnetized and attracts the soft iron disc1 ,e1 thus breaking contact at ,d4 ,the current is stopped and the core immediately becomes unmagnetized1 the spring flies back and the contact is again made4 ,the process is then repeated4 ,when the contact in the primary is broken the current flows in one direction in the secondary coil1 when it is made the current flows in the opposite direction in the secondary4 ,thus an alternating current is set up in the secondary current of great frequency4 ,commutator4--,the commutator or timer as it is commonly called is used only in connection with the induction coil to complete the circuit when a spark is required at the plug in the cylinder4 ,insulation4--,insulating is the act of covering a conductor with a non-conducting substance to prevent the spark from jumping or seeking ground4 ,choking ,coil4--,a choking coil in simple form consists of a coil and iron core to increase self-induction4 ,it is used to reduce currents of high pressure and is commonly called a bucking coil4 ,fuse4--,a fuse is used to prevent conductors or coils from being damaged by heat generated from high pressure currents4 ,it consists of a metal and glass tube which contains a fine wire4 ,this wire being much thinner than the wire of the cable1 the heat naturally develops faster at this point1 and is soon high enough to melt the wire and break or open the circuit1 and thus any further damage to the insulation is prevented4 ,condenser4--,a condenser usually consists of a few strips of folded tin foil insulated from each other with paraffined or oiled paper4 ,it absorbs1 restricts and distributes high pressure currents and also prevents excessive sparking at the contact points4 ,illustration3 ,fig4 #ee4 ,dynamo--,diagram of ,action ,dynamo4--,a dynamo is a machine which converts mechanical energy into electric energy1 and must consist of at least two separate parts2 the field magnets to create the magnetic field1 and the armature or conductor in which the current is generated4 ,one or the other of these must be in motion in order to cut the lines of magnetic force crossing the field4 ,fig4 #ee shows the operation of the most common or simplest type of alternating current producing machine1 which is similar and conforms in action to the high tension magneto and generator4 ,field pieces magnetize the pole pieces ,n and ,s4 ,a wire coil is placed in the field at right angles to the magnetic lines of force turned to the right4 ,it takes up the position of the dotted lines and no lines of force are cut1 whereas in its original position1 as many lines of force as possible are cut4 ,turning the coil on its axles1 a-b1 causes the lines of force cut by c-d1 and e-f to vary from the highest number of lines that it is possible to cut to zero and back again1 thus constantly changing the flowing direction of the current4 ,the reversal of the current takes place at the instant that the coil passes the point where it cuts the greatest number of lines of force4 ,the ends of the coil are connected to a commutator on the shaft a1 b4 ,steel insulated brushes pick the current from the commutator ring and conduct it to the brush post2 an insulated wire conductor is attached to this post and conducts the current to the place of use or storage4 ,voltaic ,cell4--,the source of energy of a voltaic cell is the chemical action4 7,see accumulator74 ,accumulator4--,the standard accumulator or storage battery is composed of three cells or hard rubber jars in which a number of lead plates are immersed in a solution of sulphuric acid and water known as electrolyte4 ,the plates are stiff lead grids which hold a paste made of various oxides of lead4 ,six plates in each cell are joined to the positive terminal1 and seven plates in each cell are joined to the negative terminal4 ,thin wooden separators are inserted between the plates to prevent them from touching one another4 ,in the forming process the material on the positive plates becomes converted into brown peroxide of lead2 the negative plates assume the form of gray metallic lead4 ,the material on both plates is known as active material4 ,when current is taken from the cells the sulphuric acid in the electrolyte combines with the active material of the plates to form sulphate of lead1 and when the battery is recharged the lead sulphate is again converted into the original active material and the acid set free in the solution4 ,storage ,battery4--,for construction and action see ,accumulator4 ,for care see chapter on storage batteries4 ,electrolyte4--,a chemical solution used in voltaic cells consisting of two parts sulphuric acid added to five to seven parts of water by volume4 ,hydrometer4--,a hydrometer is used to test the electrolyte solution in the cells of storage batteries4 ,it consists of a weighted float and a graduated stem1 and as sulphuric acid is heavier than water1 the specific gravity reading will be proportional to the amount of acid4 ,the hydrometer thus measures the relative amount of acid in the electrolyte and consequently reveals the condition of the battery4 ,ammeter4--,an ammeter is an electrical instrument which indicates the amount of current that the generator is supplying to the storage battery1 or the amount of current that the storage battery is supplying for ignition1 lights and horn4 ,circuit ,breaker4--,the circuit breaker is a device which prevents excessive discharging of the storage battery4 ,all the current for lights is conducted through the circuit breaker 7,delco system74 ,whenever an excessive current flows through the circuit breaker it intermittently opens the circuit causing a clicking sound4 ,this will continue until the ground is removed or the switch is operated to open the circuit on the grounded wire4 ,when the ground is removed the circuit is automatically restored1 there being nothing to replace as is the case with fuses4 ,switch4--,a switch opens and closes the various circuits and is for the purpose of controlling the light1 ignition1 generator and storage battery circuits4 ,generator4--,see chapter on electrical starting systems4 ,regulation4--7,delco74 ,on account of the various speeds at which the generator must operate it is necessary that the output be regulated so that sufficient current is obtained at the low engine speeds without excessive current at the higher speeds4 ,the regulation in this case is what is known as the third brush excitation in which the current for magnetizing the frame is conducted through the auxiliary or third brush on the generator commutator4 ,with this arrangement the natural function of the generator itself causes less current to flow through the shunt field winding at the higher engine speeds4 ,this weakens the magnetic field in which the armature is rotating and decreases the output of the generator4 ,contact-breaker4--,see chapter on ,atwater ,kent ignition systems4 ,coil1 nonvibrating4--,see chapters on ,atwater ,kent ignition systems and ,philbrin electrical systems4 ,distributors4--,see chapters on ,magnetos and ,atwater ,kent ignition systems4 ,,chapter ,,xv ,,magneto ,,parts ,,and ,,operation ,illustration3 ,fig4 #ef4 ,magnets--,pole ,blocks ,the purpose of the magneto is to furnish electrical current at regular intervals1 to jump the spark plug gaps and to ignite the gas which has been compressed in the combustion chambers4 ,the discovery was made years ago that1 by placing a coil of wire between two magnetic poles1 current would be present at once4 ,but it is only while the wire coil is in motion that the current will flow or circulate1 and while there are many theories why this takes place only while the coil is in motion1 none seem to explain the fact satisfactorily4 ,the strength of the current depends on the size of the magnetic field1 and the number of wraps of wire in the coil4 ,consequently the larger the coil the more intense the current4 ,fig4 #ef represents the magnets1 of which there are from three to six4 ,the ,u-shaped pieces are made of steel which has been case hardened and charged with electricity which causes them to become magnetized4 ,magnets have two poles or axes1 one of which is positive from which the current flows1 and one of which is negative to which the current flows or passes4 ,fig4 #ef;,a shows the pole pieces which are located on the inside of the lower or open end of the magnets4 ,the pole pieces are channel ground1 leaving a round space or tunnel in which the armature revolves4 ,fig4 #eg shows the soft iron core which is shaped like the block letter ,h1 and wound with fine wire1 making up the coil shown in ,fig4 #eg;,a of the wound armature4 ,illustration3 ,fig4 #eg4 ,armature ,core--,wound ,armature ,illustration3 ,fig4 #eh4 ,primary and ,secondary ,winding and ,current ,direction ,fig4 #eh shows the primary and secondary winding4 ,the primary or heavy wire is wound on the core lengthwise1 each strand being separated from the other with rubber or tin foil insulation4 ,the current passes from the top of the left pole piece to the top of the core until it passed out of range1 crossing the upper gap between the two pole pieces4 ,as the top of the core leaves or breaks the contact flow of current1 the bottom of the core comes in contact range1 leaving an open space which breaks the current and changes the direction of flowage as shown in ,fig4 #eh;,a and #eh;,b4 ,this current is of a low tension nature1 and will not jump the gap at the spark plugs when the engine is running slow4 ,the secondary winding1 shown in ,fig4 #eh1 is made up of many more windings of a finer wire4 ,the low tension or primary current is led through the armature shaft to a contact breaker at the rear of the magneto4 ,fig4 #ei shows the contact breaker1 which consists of a housing in which two platinum points are arranged1 one point stationary1 the other attached to an arm on a pivot4 ,the points are held together by spring tension4 ,illustration3 ,fig4 #ei4 ,breaker--,slip ,ring--,distributor ,a cam on the armature shaft comes into contact with the arm on which the second point is located1 forcing it from the stationary point1 thus breaking the low tension current which returns to the secondary coil1 the magnetizing and demagnetizing caused by the break in the low tension current1 and sets up a rapid alternating current4 ,one end of the secondary is led to a collector ring on the front of the magneto4 ,fig4 #ei;,a shows the collector ring4 ,a carbon brush collects the current from the ring and conducts it to the distributor's centrally located arm4 ,fig4 #ei;,b shows the distributor4 ,the centrally located arm is timed to deliver the current1 or comes into contact with one of the segments or brushes and allows the current to flow from the segment to the gap at the spark plug1 where it jumps the gaps and ignites the gas in the cylinders at the proper time4 ,then it returns through the ground 7the engine and the frame7 to the magneto1 where it passes back into the secondary coil1 passing through an insulated condenser consisting of small plates of steel insulated from one another4 ,this regulates the flowage of the returning current1 by reducing it through resistance1 and prevents the armature from heating4 ,a safety spark gap is provided on some magnetos which causes the spark to jump and lose some of its force through resistance when the plugs become shorted4 ,this also restricts the current and greatly aids the condenser in performing its purpose4 ,,chapter ,,xvi ,,bosch ,,high ,,tension ,,magneto ,,operation1 ,,adjustment ,,and ,,care ,like all other types of high tension magnetos1 the ,bosch ,type ,,zr4 ,ed4 #af explained in this chapter1 generates its own current and is usually employed as sole ignition on an engine4 ,the timer and distributor are integral2 and the rotation of the armature1 between the poles of strong permanent field magnets1 sets up or induces a current in the armature primary circuit1 which is farther augmented at every one hundred and eighty degrees of revolution of the armature shaft1 by the abrupt interruption of the primary circuit by means of the magneto interruptor4 ,at the opening of the primary circuit the resulting discharge of current from this circuit induces a current of high voltage in the armature secondary circuit4 ,the high tension current thus created is collected by a slip ring on the armature and passes to the slip ring brush then to the various magneto distributor terminals each of which is connected to a spark plug in its respective cylinder4 ,the operation of the instrument will be more clearly understood from a study of the complete circuits1 primary and secondary1 which follows4 ,the ,primary or ,low ,tension ,circuit4--,the beginning of the armature primary circuit is in metallic contact with the armature core1 and the end of the primary circuit is connected by means of the interruptor fastening screw to the insulated contact block supporting the long platinum contact on the magneto interruptor4 ,the interruptor lever carrying a short platinum contact1 shown in ,fig4 #fj at ,c is mounted on the interruptor disc1 which in turn1 is connected to the armature core4 ,the primary circuit is completed whenever the two platinum contacts of the interruptor are brought together1 and separated whenever these contacts are separated4 ,from the latter point the high tension current passes to the distributor brush 7shown at ,d7 which is held in a brush holder on the distributor gear1 and consequently rotates with the distributor gear4 ,metal segments are imbedded in the distributor plate and as the distributor brush rotates it makes successive contacts with the segments1 passing the current onto the spark plug gaps through the high tension cables which are attached to the segment terminal posts4 ,illustration3 ,fig4 #fj4 ,bosch ,m ,distributor and ,interruptor--,housing ,removed ,fig4 #fa shows a circuit diagram of the ,type ,,zr4 ,ed4 #af4 ,bosch ,magneto4 ,note that the spark plugs must be connected up in accordance with the firing order of the engine4 ,the metal segments imbedded in the distributor plate are connected with the terminal studs on the face of the plate1 and the latter are connected by cable to the spark plugs in the various cylinders4 ,in the cylinders the high tension current produces a spark which produces ignition1 and then returns through the ground and the engine to the magneto armature1 thus completing the circuit4 ,timing the ,magneto4--,with the average four cycle engine the proper operating results are obtained by timing the magneto as follows3 ,the crank shaft is rotated to bring the piston in ,no4 #a cylinder 7in automobile practice this is the cylinder nearest the radiator7 exactly on top dead center of the compression stroke4 ,the timing control lever on the housing is then placed in the fully retarded position4 ,with this done1 the magneto distributor plate should be removed by withdrawing the two holding screws1 or by releasing the two holding springs as the case may be4 ,illustration3 ,,distributor ,,brush ,,holder ,,safety ,,spark ,,gap ,,slipring ,,condenser ,,armature ,,interrupter ,,ground ,,ground ,fig4 #fa4 ,wiring ,diagram ,bosch ,magneto1 ,type ,,zr-#d ,the operation of the platinum contact points is controlled by the action of the interruptor lever as it bears against the two steel segments secured to the inner surface of the interruptor housing4 ,in ,fig4 #fj1 ,a shows the distributor with the face plate removed to show the position of the distributor segments which are connected to the terminal posts on the back of the plate4 ,b shows the interruptor housing and cover removed from its position on the magneto4 ,c shows the complete assembly of the distributor and interruptor4 ,note that the face plate of the distributor is fastened on with a set of screws while the interruptor cover is held in position with a latch4 ,the ,secondary or ,high ,tension ,current4--,the high tension current is generated in the secondary circuit only when there is an interruption of the primary circuit1 the spark being produced at the instant the platinum interruptor contact points separate4 ,the armature secondary circuit is a continuation of the armature primary circuit1 the beginning of the secondary circuit being connected to the primary1 while the end of the secondary is connected to the insulated current collector ring mounted on the armature just inside the driving shaft end plate of the magneto4 ,the slip ring brush is held in contact with the slip ring by a brush holder at the shaft end of the magneto which receives the high tension current collected by the slip ring by means of a connecting bar which passes under the arch of the magnets1 and passes the current to the center of the distributor plate1 thus exposing the distributor brush and gear4 ,the cover of the interruptor housing is also to be removed to permit observation of the interruptor points4 ,the armature should then be rotated by means of the exposed distributor gear in the direction in which it is driven until the platinum contact points are about to separate1 which occurs when the interruptor lever begins to bear against one of the steel segments of the interruptor housing4 ,timing or installation is completed by replacing the interruptor housing cover and distributor plate1 and connecting the cables between the magneto and the spark plugs4 ,exact ,magneto ,timing4--,the foregoing will establish the desired relationship between the magneto armature shaft and the engine crank shaft4 ,it should be noted1 however1 that while these instructions cover the average engine1 the exact magneto timing for individual engines is best determined by trial4 ,when specific instructions for magneto timing are given by the engine manufacturer1 it is recommended that such instructions be followed in preference to those herein given4 ,it must always be borne in mind that while making connections the distributor brush travels in the opposite direction to the rotation of the armature shaft4 ,the ,condenser4--,the condenser consists of a set of metal discs1 insulated from one another with tin foil4 ,it is carried at the interruptor end of the magneto4 ,it is connected in the primary current and forms a shunt connection with the interruptor contact points1 and through resistance to the returning ground current prevents excessive sparking at the interruptor contact points which would soon burn the points and ruin the coils4 ,the ,safety ,spark ,cap4--,a safety spark cap is provided to protect the armature and other current carrying parts4 ,under normal conditions the current will follow its path to the spark plug1 but if for any reason the resistance in the secondary wire is increased to a high point1 as when a cable becomes disconnected1 or a spark gap too wide1 the high tension current will discharge across the safety spark gap4 ,caution4--,the current should never be allowed to pass over the safety spark gap for any length of time1 and if the engine is operated on a second or auxiliary ignition system1 the magneto must be grounded in order to prevent the production of high tension current4 ,the snapping sound by which the passage of current across the safety spark gap may be noted should always lead to an immediate search for the cause of the difficulty4 ,the ,safety ,spark ,gap4--,the safety spark gap consists of a pointed metal electrode projecting from the mounting flange of the slip ring holder1 inside the shaft end hood4 ,the tip of the electrode extends to within a short distance of the connecting bar1 extending from the brush holder to a magneto distributor plate center post4 ,timing ,range4--,the magneto interruptor housing is arranged so that it may be rotated through an angle of thirty-four to thirty-seven degrees with respect to the armature shaft4 ,the movement of this housing in one direction or another causes the interruptor lever to strike the steel segments earlier or later in the revolution of the armature1 the spark occurring correspondingly earlier or later in the cylinder4 ,the spark can be advanced by means of moving the interruptor housing which is connected to the spark lever on the steering gear1 in the direction opposite the rotation of the armature4 ,the armature rotation is usually indicated by an arrow on the cover at the driving end of the magneto4 ,cutting ,out ,ignition4--,since a high tension current is generated only on the interruption of the primary circuit1 it is evident that in order to cut out the ignition1 it is merely necessary to divert the primary current to a path that is not affected by the action of the magneto interruptor4 ,this is accomplished as follows3 ,an insulated grounding terminal is provided on the cover of the magneto interruptor housing with its inner end consisting of a spring with carbon contact pressing against the head of an interruptor fastening screw4 ,the outer end of the grounding screw is connected by low tension cable to one side of the switch1 and the other side of the switch is grounded by connecting a cable between it and the engine or frame4 ,when the switch is open the primary current follows its normal path across the interruptor points1 and is interrupted at each separation of these contact points4 ,however1 when the switch is closed1 the primary current passes from the head of the interruptor fastening screw to the carbon contacts of the grounding terminal1 thence through the switch to the engine and back to the magneto1 and as the primary current remains uninterrupted when following this path1 no ignition current is produced4 ,care and ,maintenance4--,aside from keeping the magneto clean externally1 practically the only care required is the oiling of the bearings4 ,of these there are two sets supporting the armature1 and a single plain bearing supporting the shaft of the distributor gear4 ,any good light oil may be used for this purpose 7never cylinder oil71 and each of the bearings should receive not more than two or three drops about every thousand miles4 ,apply the oil through the oil ducts at each end of the armature shaft4 ,the interruptor is intended to operate without oil1 as oil on the interruptor platinum points prevents good contact1 and causes sparking1 burning1 and misfiring4 ,care should be taken to prevent oil entering these parts4 ,,chapter ,,xvii ,,magneto ,,washing1 ,,repairing ,,and ,,timing ,one point that cannot be over sufficiently emphasized is the warning that only those who are thoroughly familiar with the magneto should attempt to disassemble it4 ,therefore every part should be studied1 and its functional action fully understood before any repairs or adjustments are undertaken4 ,the manufacturers of magnetos have developed their product to a point of high efficiency and dependability1 and if they are properly lubricated and washed occasionally to prevent gumming up1 very little trouble may be expected from this type of ignition system4 ,magneto ,cleaning4--,magneto parts should be washed with gasoline as it has the ability to remove grease and dirt and evaporates rapidly leaving a perfectly dry surface4 ,care should be exercised to prevent fire1 for the present grade of gasoline does not evaporate as readily as it did some time ago when refiners furnished a high test grade of fuel and the surface of the armature and indentures of the magneto may retain a pool or film which may be ignited by a short circuit1 or from the breaker box1 and cause a fire which would ruin the magneto4 ,there is1 however1 little danger from fire if the gasoline is used sparingly1 and each part wiped dry before reassembling the magneto4 ,it is considered a good point when the magneto has been taken apart to be cleaned to go over every part with a cloth dampened in kerosene1 because gasoline leaves a very dry surface which is liable to rust4 ,the bearings especially are most easily affected in this way4 ,the armature may be washed with a brush which has been dipped into gasoline1 but should not be immersed as that would soften the insulation and cause it to rot4 ,the way in which the parts come off should be carefully noted in order to avoid trouble in reassembling1 and the gears operating the distributor should be carefully marked to assure correct timing1 which will result in a saving of time and trouble4 ,when the magnets are removed1 close the ends with a file or piece of steel to prevent them from becoming demagnetized4 ,magneto ,repairing4--,as previously stated1 it is not likely that a magneto will require any further attention than the regular monthly oiling4 ,two or three drops of light sewing machine oil should be dropped into the oil wells which supply the bearings at each end of the armature shaft4 ,if any trouble arises that can be traced directly to the magneto1 examine the breaker box mechanism first2 the locknut at the point adjustment may have worked loose1 and the points may be closed1 or some abnormal condition may exist that has caused the points to pit and stick4 ,breaker point adjustment varies from the thickness of a sheet of writing paper to one sixty-fourth of an inch2 an adjustment anywhere between these two points usually results in satisfactory operation4 ,if the magneto does not function properly after the breaker box and external wire connections have been examined1 the trouble is probably due to an internal short circuit1 and repairs of this nature should only be undertaken by an expert magneto mechanic4 ,to remove the magneto1 disconnect the high tension wires leading to the spark plugs from the distributor terminal posts1 tag and number each wire to correspond with the number stamped below the post4 ,if the engine fires #a-b-d-c1 number three wire will be attached to number four terminal post4 ,then remove the ground wire and disconnect the universal joint and remove the metal strap1 or the set screws1 from the base4 ,to ,time the ,magneto4--,place the timing control lever in a fully retarded position2 remove the plates from the distributor housing to expose the distributor brush and gear1 then remove the cover from the interruptor housing to permit observation of the points1 and rotate the armature in the direction which it is driven until the point begins to open4 ,at this point mesh the distributor gear so that the distributor lever will just be touching one of the segments which connect to the distributor terminal posts4 ,timing the ,magneto with the ,engine4--,rotate the crank shaft until ,no4 #a cylinder is up on dead center on the compression stroke2 rotate the armature1 with the spark lever in full retard until the distributor arm begins to make contact with ,no4 #a segment1 and mesh the timing gear at this point4 ,,chapter ,,xviii ,,north ,,east ,,ignition ,,system ,the ,n4-,e4 ,model ,o ,distributor ,ignition ,system is used on ,dodge ,brothers cars4 ,this system provides high tension ignition for the engine by transforming the low voltage of the starter generator or the battery into a high voltage capable of jumping freely between the spark plug electrodes4 ,this is accomplished through the agency of an induction coil1 the primary winding of which1 in series with an interruptor or contact breaker1 receives current under normal running conditions from the starter generator4 ,the starting and lighting battery1 however1 supplies this current instead of the generator whenever the engine is starting or running very slowly4 ,at each interruption of the primary current there is set up in the secondary winding of the coil a high tension current1 and this current flows from the coil through a high tension cable to the distributor rotor from which point it is selectively conducted to the proper spark plug4 ,upon reaching the spark gap in the plug1 it jumps from the inner electrode to the outer one1 which is grounded1 and then returns through the engine frame to the grounded end of the secondary winding on the ignition coil4 ,the high tension spark thus produced in the cylinder ignites the gas and so brings about the necessary combustion4 ,wiring 7,fig4 #fb74--;,as will be evident upon reference to the accompanying wiring diagram1 the primary circuit of the ignition system leads from the positive terminal of the battery through the charging indicator to the ignition switch binding post marked 8,bat410 thence1 when the switch is turned on1 through the switch to one of its binding posts marked 8,ign4 ,coil40 ,continuing on from this point through the ignition coil and the breaker contacts1 it returns to the second switch binding post marked 8,ign4 ,coil10 where it passes through the switch again4 ,it then finally reaches the grounded negative terminal of the battery through the grounded terminal of the switch and the car frame4 ,illustration3 ,circuit ,diagram of the ,model ,o ,ignition ,system on the ,dodge ,brothers ,motor ,car ,fig4 #fb4 ,wiring ,diagram1 ,north-,east ,system--on ,dodge ,car ,the ignition switch is so constructed that it produces a reversal of polarity in the distributor circuit each time the switch is turned off and then on again4 ,for this reason there is no necessity of making a distinction between the two wires leading from the distributor to the two switch binding posts marked 8,ign4 ,coil10 because the operation of the system cannot be affected by the transposition of these wires4 ,with this one exception1 however1 the ignition circuit connections must always be made exactly as indicated in the diagrams1 if satisfactory operation of the system is to be maintained4 ,illustration3 ,,charging ,,indicator ,,ignition ,,and ,,lighting ,,switch ,,spark ,,plugs ,,grounded ,,through ,,case ,,contact-,,stud ,,lock ,,nut ,,stationary ,,contact-,,stud ,,manual ,,control ,,lever ,,breaker-,,arm ,,ground ,,connection ,,breaker-,,cam ,,starting ,,switch ,,and ,,reverse ,,current ,,cut-,,out ,,breaker-,,cam ,,nut ,,condenser ,,breaker- ,,contacts ,,ignition ,,coil ,,breaker ,,box ,,distributor ,,head ,,battery ,,secondary ,,coil ,,primary ,,coil ,,safety ,,spark ,,gap ,,ground ,,connection ,,grounded ,,through ,,case ,fig4 #fc4 ,north-,east ,distributor--,model ,o--,ignition ,ignition ,distributor4 7,fig4 #fc74--,the model ,o ignition distributor is mounted on the right-hand side of the ,dodge ,brothers engine where it is held rigidly in position by means of four bolts4 ,the horizontal shaft of the distributor is connected directly to the engine pump shaft through a flexible coupling1 and runs1 therefore1 at engine speed4 ,the vertical distributor shaft is driven from the horizontal shaft by means of spiral gears which reduce its speed to one-half that of the engine4 ,the complete distributor unit consists essentially of three self-contained assemblies3 ,the ignition coil1 the breaker box and distributor base assembly which include the automatic spark advancing mechanism4 ,each one of these three elements is so constructed as to be readily detachable from the distributor unit independently of the others4 ,ignition ,coil4--,the ignition coil1 which is contained in a separate housing1 forming part of the distributor unit1 is constructed for #ab volt service and operates directly on the starting and lighting circuit4 ,the coil housing is attached to the distributor base by means of four screws and serves also as a cover for the automatic advance compartment4 ,the high tension terminal located on the coil housing is designed to provide a safety spark gap1 as well as to act as a binding post for the high tension cable which connects the coil to the distributor head4 ,breaker ,box and ,distributor ,head ,assembly4 7,fig4 #fd74--,the breaker box and distributor head assembly is mounted in an upright position near the center of the distributor base and is secured in place by a large-headed screw in the vertical portion of the base4 ,this screw projects into the annular groove in the vertical shaft bearing sleeve1 thereby preventing the breaker box assembly from becoming detached from the distributor base and yet at the same time permitting it to turn freely from side to side4 ,the short lug projecting downward from the manual control lever on the breaker box extends into the round hole near the middle of the distributor base and acts as a stop to limit the travel of the breaker box4 ,in case it should become necessary to remove the breaker box and distributor head assembly1 the distributor head should first be detached from the breaker box and then1 with the breaker box in the position of full retard1 the exact location of the distributor rotor should be marked accurately on the edge of the box4 ,this mark should be made with special care1 because it has to serve as the sole guide for the correct position of the vertical shaft when the assembly is put back in place again on the distributor base4 ,moreover1 while the breaker box assembly is separated from the base1 the horizontal shaft in the base must not be turned from the position it occupied at the time when the location of the rotor was marked4 ,if either of these precautions is neglected1 the correct relationship between the several moving parts of the system will be likely to be disturbed to such an extent that the complete retiming of the distributor will become necessary4 ,illustration3 ,,high ,,tension ,,distributor ,,terminals ,,distributor-,,brush ,,distributor-,,head ,,distributor-,,rotor ,,breaker-,,cam ,,nut ,,breaker-,,arm ,,lock ,,washers ,,vertical ,,shaft ,,breaker-,,cam ,,vertical ,,shaft ,,bearing ,,sleeve ,,stationary ,,contact-,,stud ,,support ,,primary ,,coil ,,terminals ,,grease ,,cup ,,coupling ,,yoke ,,high ,,tension ,,coil ,,terminal ,,horizontal ,,shaft ,,advance ,,plate ,,coil ,,housing ,,vertical ,,spiral ,,gear ,,advance ,,weights ,,ignition ,,coil ,,horizontal ,,spiral ,,gear ,fig4 #fd4 ,north-,east ,breaker-,box ,condenser4--,the condenser1 shunted across the breaker contacts to absorb the inductive surges that occur in the primary circuit at each interruption1 serves to intensify the effect produced in the secondary circuit by these interruptions1 and also to protect the breaker contacts from injurious arcing4 ,it is contained in a sealed case which protects it against possible external injury1 and is located in the breaker box close to the breaker contacts where its maximum effectiveness is obtained4 ,being very substantially constructed1 the condenser ordinarily requires no attention4 ,if for any reason it should become inoperative1 the best course is always to replace it with a new one1 because condenser repairs are not economically practicable4 ,the entire condenser unit can be easily removed1 whenever desired1 by disconnecting the two condenser leads from the breaker box binding posts1 and then unscrewing the two nuts on the under side of the breaker box that hold the condenser case in place4 ,breaker ,contacts4--,the breaker arm1 which carries one of the two breaker contacts1 is mounted on a pivot post from which it is thoroughly insulated by a fiber bushing4 ,the helical spring1 which is attached to the lug at the pivot end of the arm1 holds it normally in such a position that the breaker contacts are kept closed4 ,but the fiber block near the middle of the breaker arm lies in the path of the breaker cam and is consequently struck by each lobe of the cam as the vertical shaft revolves4 ,each of these blows from the cam cause the breaker contacts to be forced apart1 and thereby produce the necessary interruptions in the primary circuit4 ,the second contact is carried by the stationary contact stud1 which is adjustably mounted in an arched support4 ,with this stud properly adjusted the difference between the contact points when they are fully separated by the cam1 is twenty thousandths of an inch 74#jbj74 ,if it should ever become necessary to renew the breaker contacts1 a complete replacement of the entire breaker arm and the contact stud assemblies will in general be found to be the most effectual method of handling the work4 ,the breaker arm can be removed by simply lifting it off its pivot bearing after its pigtail has been disconnected from the breaker box binding post4 ,the spring attached to the breaker arm lug will slip off of its own accord as soon as the arm is raised sufficiently from its normal position4 ,after the breaker arm has been taken off1 the stationary contact stud can be removed by releasing its lock nut and unscrewing it from its support4 ,to replace the breaker arm it is merely necessary to insert the lug in the spring1 and then1 with the spring held taut1 to push the arm firmly down upon its pivot post until it snaps into position4 ,breaker ,cam4--,the breaker cam1 by which the interruptions in the primary circuit are produced has four projections on its working surface1 so spaced that one of them strikes the breaker arm and causes the breaker contacts to be abruptly separated each time a spark is required4 ,the cam is held in place on the upper end of the vertical shaft by means of a slotted nut and set of special lock washers4 ,it should never be disturbed if avoidable1 because its accurate setting is absolutely essential to the correct operation of the entire system4 ,if1 at any time1 however1 its position should become altered accidentally1 it must be carefully reset at once in accordance with the timing directions given later on4 ,the breaker cam and the distributor rotor are both mounted on the vertical shaft and are rotated at exactly one-half engine speed4 ,accordingly1 since the engine is of the usual four-cycle type requiring two revolutions of the crank shaft for one complete cycle of operation1 the distributor rotor and breaker can make one revolution during the completion of each full cycle of the engine4 ,distributor ,head4--,the distributor head contains five high tension terminals4 ,the central terminal receives the current from the secondary winding of the ignition coil and transmits it to the rotor arm by which it is distributed to the four outer terminals4 ,these outer terminals are numbered #a1 #b1 #c1 #d respectively1 corresponding to the firing order of the engine1 and are connected to the four spark plugs in accordance with their markings4 ,the distributor rotor in completing one full revolution establishes contact successively between the rotor brush and each one of these four outer distributor terminals1 each contact being made at the same moment that the primary circuit is interrupted by the action of the breaker cam4 ,thus when the spark plug leads are properly connected1 the high tension current1 as soon as produced in the secondary circuit1 is conducted to the spark plug of the proper cylinder just at the moment when the gas in that particular cylinder is ready for firing4 ,if1 therefore1 the spark plug leads ever have to be removed from the distributor head1 they must always be attached again carefully in the correct order4 ,automatic ,advance ,mechanism4 7,fig4 #fe74--;,combustion does not follow instantaneously upon the occurrence of the spark1 however1 because a small time interval is always needed for the gas in the cylinder to ignite4 ,consequently1 unless some means are provided for offsetting the lag between spark and combustion1 the explosion of the gas could not always be made to take place at exactly the correct moment under varying conditions of engine speed4 ,illustration3 ,fig4 #fe4 ,automatic ,spark ,advance ,mechanism--,north ,east ,to compensate for this lag1 therefore1 there is incorporated in the distributor a centrifugally actuated mechanism1 which is capable of automatically advancing or retarding the time of the spark in exact accordance with the rate of speed at which the engine is running4 ,the operating characteristics of the automatic advance are accurately proportioned to conform throughout the entire speed range with the requirements of the engine2 and in order to insure the permanence of this relationship the device is so constructed as to be practically nonadjustable4 ,manual ,spark ,control4--,besides this automatic advance there is also the usual manual control mechanism for changing the time of the spark independently of the centrifugal device4 ,this manual control is for use principally for retarding the spark when starting or idling the engine or for facilitating carburetor adjustments4 ,during normal operation of the engine1 the spark lever on the steering wheel quadrant should be advanced as far as permissible without causing the engine to knock1 and the actual regulation of the spark position be left entirely to the automatic advance mechanism4 ,the arrangement of the manual control is such1 provided the breaker cam is properly set1 that when the spark lever is in the position of full retard1 and the engine is running very slowly1 the spark will occur in each cylinder at #e engine degrees after the piston has passed the upper dead center of its compression stroke4 ,with the spark lever advanced to the limit of its travel on the quadrant1 the spark will occur #ae degrees before the upper dead center position has been reached by the piston on its compression stroke4 ,timing the ,distributor4--,whenever it becomes necessary to disconnect the distributor shaft from the engine pump shaft the exact relative positions of the two halves of the coupling joining these two shafts1 as well as the location of the distributor rotor1 should be carefully noted and marked4 ,this is necessary in order to make possible the restablishment of the correct relations between the distributor shaft and the pump shaft when original conditions are being restored4 ,moreover1 care must be taken to avoid turning the engine while the distributor is disconnected1 because the proper timing relations can only be retained by keeping the position of the pump shaft unchanged during this time4 ,should it ever happen1 however1 that the distributor has been taken off without the proper precautions having been observed1 or that the timing arrangement has been disturbed in any other fashion1 it will thereupon become necessary to make a complete readjustment of the timing relations of the distributor and the engine4 ,this is to be done always after the distributor has been reconnected to the engine1 the first step being to ascertain definitely the relative position of the engine pistons and valves4 ,with this done1 the positions of the breaker cam and the distributor rotor are then to be reset as directed below4 ,since all the parts of the engine follow a regular sequence of operation1 only the position of the piston and valves in the ,no4 #a cylinder need be considered in this process1 and the three remaining cylinders may be practically disregarded4 ,there are numerous methods1 varying in their degree of accuracy1 for locating the position of the engine pistons1 but the most dependable one is that of removing the cylinder head so as to expose the pistons and valves to full view4 ,with the head thus removed1 the engine should be cranked slowly by hand until the ,no4 #a piston has risen to the top of its compression stroke and has just started to descend on its combustion stroke4 ,at this moment the spark1 when fully retarded1 should normally occur in ,no4 #a cylinder4 ,under circumstances where it is not convenient or desirable to remove the cylinder head the following approximate method for determining the location of ,no4 #a piston may be employed with a fair degree of success4 ,open the cocks of the priming cups on all the cylinders1 and crank the engine slowly by hand until the ,no4 #a piston has just reached the top of its compression stroke4 ,this can be ascertained by holding the thumb over the ,no4 #a priming cup and noting carefully the moment when the compression ceases to increase4 ,after locating the dead center position of ,no4 #a piston in this way1 turn the crank shaft a very slight distance further until the ,no4 #d exhaust valve is just at the point of closing4 ,under these conditions1 provided the ,no4 #d exhaust valve lifter is in correct adjustment1 the ,no4 #a piston should be approximately in the desired position of #e engine degrees beyond dead center4 ,with the ,no4 #a piston thus carefully set in accordance with one of the above methods1 preferably the former1 bring the distributor into the position of full retard4 ,to do this1 disconnect the manual control attachment and turn the break-box as far as it will go in the direction in which the vertical shaft rotates4 ,then after making sure that the ignition switch is turned off1 remove the distributor-head and the distributor rotor and the breaker box1 and with a broad bladed screw driver back off the breaker cam nut until the cam is free to turn on its shaft4 ,next1 replace the rotor temporarily1 and turn the cam slowly until the breaker contacts just begin to open when the rotor occupies the position where it normally makes contact with the ,no4 #a distributor terminal4 ,this adjustment can be made to the best advantage by turning the cam forward to separate the contacts then back again slowly until the contacts just come together1 at which point the cam should be allowed to remain4 ,after the proper setting has thus been obtained1 remove the rotor again and lock the cam securely in position by tightening the slotted nut that holds it4 ,finally1 replacing the rotor1 rock the vertical shaft backward and forward as far as the slack in the gears will permit1 and note carefully the action of the break contacts4 ,the setting of the cam must be so accurate that when the gears are rocked forward to take up the slack1 the contacts will be just held apart and yet when the gears are rocked backward as far as the slack permits1 the contacts will be actually closed4 ,a convenient method of verifying this adjustment is to turn on the ignition current and connect an ordinary #ad or #af volt #b4 c4 p4 lamp across the two binding posts of the breaker box4 ,the lamp thus attached1 will serve as a sensitive indicator for representing the action of the contact-points when the vertical shaft is rocked forward and backward to take up the slack in the gears4 ,the moment the contacts begin to be separated1 the lamp will light2 but as soon as they are allowed to come together the lamp will at once go out again4 ,should the test prove the first setting to be inaccurate1 the cam must be readjusted1 and the test repeated several times if necessary until the correct setting is finally obtained4 ,too much care cannot be employed in making this adjustment1 because even a very slight inaccuracy in the setting of the cam will produce a considerably magnified effect upon the operation of the engine4 ,this is due to the fact that the engine speed is twice as great as that of the vertical shaft4 ,general ,care4--,under normal operating conditions the ignition system requires very little care aside from the usual precautions against moisture and dirt4 ,there are1 in fact1 but three points of importance that need attention during service3 #a4 ,lubrication4 #b4 ,cleaning and adjustment of the breaker contacts4 #c4 ,inspection of the wiring and the spark plugs4 ,,chapter ,,xix ,,atwater ,,kent ,,ignition ,,systems ,,construction1 ,,operation ,,and ,,care ,atwater ,kent ignition systems have been adopted of late by many prominent automobile manufacturers as a means of distributing or conveying electrical spark to the cylinders at the proper firing time4 ,this type of quick break distributing system has proved very efficient and dependable1 and will usually outlast the life of the motor as there are very few moving parts1 which eliminates troubles caused by worn parts getting out of adjustment4 ,this type of ignition system operates in much the same manner as the high tension magneto1 and differs only in that the parts have been taken from the compact magneto case and distributed in other locations in separate units4 ,as this type takes its current from the lighting and starting battery1 it does not contain an armature or field magnets to manufacture the electrical force4 ,fig4 #ff illustrates the principles of operation of the type ,,cc ,atwater ,kent closed circuit system1 which consists of the unisparker containing the contact maker and distributor4 ,the only moving parts are located in this unit4 ,the coil consists of a soft iron core1 with a primary and secondary winding sealed in an insulated tube or container4 ,a resistance unit is located in the top and regulates the current automatically4 ,the system is controlled by a switch located on the dash4 ,the contact breaker shown in ,fig4 #fg consists of an exceedingly light steel contact arm4 ,one end rests on a hardened steel cam which rotates one-half as fast as the crank shaft4 ,this cam has as many sides as the engine has cylinders4 ,when the contact points are opened by the movement of the cam the primary circuit is broken and produces a discharge of secondary high tension current at one of the spark plug gaps4 ,illustration3 ,,contact ,,maker ,,to ,,plug ,,to ,,plug ,,distributor ,,condenser ,,to ,,plug ,,contact ,,maker ,,grounded ,,spark ,,plug ,,battery ,,ground ,,primary ,,battery ,,ground ,,switch ,,secondary ,,ground ,,regulating ,,resistance ,fig4 #ff4 ,atwater ,kent ,circuit ,diagram--,type ,,cc ,fig4 #fh shows the simple ,atwater ,kent contactless distributor4 ,the high tension distributor of the ,atwater-,kent system forms the top of the contact maker4 ,each spark plug wire terminates in an electrode1 which passes through the distributor cap4 ,a rotating distributor block takes the high tension current from the central terminal and distributes it to the spark plugs in proper firing order4 ,the distributor block or arm does not make direct contact with the distributor posts4 ,the current jumps the small gap between the distributor block and the terminal electrodes and does away with frictional wear resulting from actual contact4 ,illustration3 ,fig4 #fg4 ,atwater ,kent ,contact ,breaker--,type ,,cc ,illustration3 ,fig4 #fh4 ,atwater ,kent ,distributor and ,contactless ,block ,fig4 #fi shows the method of connecting the high tension wires to the distributor2 the insulation is removed1 or the wire bared in a space #a long4 ,the removable terminal cover is pushed up on the wire as shown at ,a1 the bared end of the wire is then passed through the hole in the secondary terminal as shown at ,b4 ,the end of this wire is then twisted back on itself1 for two complete turns as shown at ,c1 so that the end will not project beyond the diameter of the insulation4 ,the wire will then be tightly held when the terminal covers are screwed down as shown in ,fig4 ,d4 ,never use pliers to tighten these covers and do not solder the wires to the terminal posts4 ,illustration3 ,fig4 #fi4 ,distributor ,wire ,connections to ,distributor ,adjustment4--,the only parts of this system that are adjustable are the contact points4 ,these need to be adjusted only for natural wear4 ,do not adjust the points unless you are convinced1 by trying everything else1 that it is the points that need attention4 ,in making adjustments1 note the following directions4 ,the normal gap between the points should not be less than 4#jje1 or more than 4#jjh1 the standard setting is 4#jjf1 which is about the thickness of two ordinary sheets of writing paper4 ,illustration3 ,,to ,,ungrounded ,,terminal ,,of ,,battery ,,switch ,,coil ,,distributor ,,ground ,,contact ,,maker ,fig4 #gj4 ,atwater ,kent ,type ,,cc ,wiring ,diagram ,the contact points are made of tungsten steel1 the hardest known metal4 ,when contact points are working properly small particles of tungsten steel will be carried from one point to the other1 which sometimes causes a roughness and a dark gray coloring of the surfaces4 ,this roughness does not in any way effect the proper working of the points1 owing to the fact that the rough surfaces fit into each other perfectly4 ,it should not be necessary to file or redress the points unless they become burned1 due to some abnormal condition or accident4 ,the dark gray appearance is the natural color of the tungsten steel4 ,oilings4--,a very small amount of ordinary vaseline or grease applied to the cam and a drop or two of oil applied to the cups every few weeks1 is all the lubrication necessary4 ,do not get oil on the contact points1 and wipe off any free oil or grease on the contact maker4 ,the springs in this system are set at exactly the right tension4 ,do not try to bend or tamper with them4 ,the wiring of the type ,,cc ignition system is very simple1 as shown in ,fig4 #gj1 and is known as the one wire with ground return method4 ,well insulated primary wire is used for the primary circuit between the coil and the ignition switch4 ,the best quality of five-sixteenth inch secondary wire is used to conduct the high tension current from the coil to the distributor1 and from the distributor to the spark plug4 ,setting or ,timing the ,type ,,cc ,system4--,the piston in number one cylinder should be raised to high dead center1 between the compression and firing strokes1 the clamp which holds the unisparker should be loosened and the unisparker turned backward1 or opposite the rotating direction of the timer shaft until the contact points commence to open4 ,the spark occurs at the exact instant of the opening of the point4 ,after completing the electrical connection the current can be turned on1 and the unisparker timed exactly from the spark at the plugs4 ,for this purpose the plugs should be removed from the engine and laid on top of the cylinders4 ,,chapter ,,xx ,,atwater ,,kent ,,ignition ,,system1 ,,type ,k-#b ,the operating principle of the ,atwater ,kent ignition system type ,k-#b1 differs from type ,,cc system in that it operates on the open circuit plan1 whereas the type ,,cc system explained in the preceding chapter1 operates on the closed circuit plan4 ,a-,k ignition system type ,k-#b consists of three parts3 ,no4 #a4 ,the unisparker combining the special contact maker1 a condenser1 and a high tension distributor4 ,no4 #b4 ,the coil1 consisting of a simple primary and secondary winding1 and a condenser4 ,these parts are all imbedded in a special insulating compound4 ,the coil has no vibrator or other moving parts4 ,no4 #c4 ,the ignition switch4 ,this switch controls the system by opening and closing the primary current4 ,the ,principle of the ,atwater ,kent ,system4--,the function of this system is to produce a single hot spark for each power impulse of the motor4 ,it differs from other types of battery ignition systems in that the contact points do not touch except during the brief instant of the spark4 ,the ignition circuit is1 therefore1 normally open1 whence the name 8open circuit0 results4 ,the contact maker consists of a pair of contact points1 normally open1 which are connected in series with a battery1 and the primary circuit of the non-vibrating induction coil4 ,the mechanism for operating the contacts consists of a notched shaft having one notch for each cylinder1 rotating at one-half the engine speed1 a lifter which is pulled forward by the rotation of the shaft1 and a coil spring which pulls the lifter back to its original position after it has been drawn forward and released by the notched shaft2 hardened steel latch1 against which the lifter strikes on its recoil and which in turn operates the contact points4 ,illustration3 ,,latch ,,contact ,,screw ,,notched ,,shaft ,,lifter ,,contact ,,spring ,,lifter ,,spring ,fig4 #ga4 ,atwater ,kent ,contact ,breaker--,diagram of ,action--,type ,k-#b ,system4 ,illustration3 ,fig4 #gb4 ,atwater ,kent ,contact ,breaker--,diagram of ,action--,type ,k-#b ,system ,illustration3 ,fig4 #gc4 ,atwater ,kent ,contact ,breaker--,diagram of ,action--,type ,k-#b ,system ,illustration3 ,fig4 #gd4 ,atwater ,kent ,contact ,breaker--,diagram of ,action--,type ,k-#b ,system ,operation of the ,contact ,maker4--,it will be noted in ,fig4 #ga that the lifter is being pulled forward by the notched shaft4 ,when pulled forward as far as the shaft will carry it 7,fig4 #gb71 the lifter is suddenly pulled back by the lifter spring4 ,in returning1 it strikes against the latch1 throwing this against the contact spring and closes the contact for a brief instant4 ,this movement is far too quick for the naked eye to follow 7,fig4 #gc74 ,fig4 #gd shows the lifter ready to be pulled forward by the next notch4 ,note that the circuit is closed only during the brief instant of the spark4 ,no current can flow at any other time1 not even if the switch is left on when the motor is not running4 ,no matter how slow or how fast the notched shaft is turning1 the lifter spring will always pull the lifter back at exactly the same speed1 so that the operation of the contact1 and therefore the spark1 will always be the same no matter how fast or how slow the engine is running4 ,the brief instant that the contact points touch1 results in very little current consumption4 ,the high tension current from the coil is conveyed to the rotating distributor block1 which seats on the end of the unisparker shaft to each of the spark plug terminals in the order of firing4 ,illustration3 ,fig4 #ge4 ,atwater ,kent ,distributor and ,contactless ,block ,the important advantage which the distributor possesses is the fact that there are no sliding contacts or carbon brushes4 ,the distributor blade is so arranged that it passes close to the spark plug terminals without quite touching 7as shown in ,fig4 #ge71 thus permitting the spark to jump the slight gap without any loss of current pressure4 ,this also eliminates all wear and trouble caused by sliding or rubbing contacts4 ,fig4 #gf shows the wire connections and direction of current flowage4 ,the distributor blade is about to make contact with the terminal leading to the spark plug in ,no4 #b cylinder4 ,at the instant that contact is made the breaker points in the contact maker shown in the lower part of the diagram close1 thus allowing a primary or low tension current to flow between the contact maker1 coil1 and battery4 ,the sudden breaking of this current occurs when the points open again1 thereby creating a current of high tension voltage in the secondary coil which is conducted to the center terminal of the distributor where it is distributed to the spark plug terminals through the rotation of the distributor blade4 ,the high tension cables leading from the distributor are heavily insulated1 thus the current in seeking ground return chooses the easiest path1 by jumping the slight gap at the spark plugs4 ,illustration3 ,,distributor ,,ground ,,coil ,,battery ,,contact ,,maker ,fig4 #gf4 ,atwater ,kent ,wiring ,diagram ,type ,k-#b ,setting and ,timing the ,unisparker4--,the type ,k-#b unisparker is installed1 so as to allow a small amount of angular movement or1 in other words1 the socket into which the unisparker fits is provided with a clamp which will permit it to be turned or locked in any given position4 ,timing4--,the piston in ,no4 #a cylinder is raised to high dead center between the compression and power stroke4 ,then loosen the clamp which holds the unisparker and turn the unisparker backward1 or contrary to the direction of rotation until a click is heard4 ,this click happens at the exact instant of the spark4 ,clamp the unisparker tight at this point being careful not to change its position4 ,note that current for this system is usually supplied by the starting and lighting battery4 ,when changing batteries be sure that the voltage of the battery is the same as that marked on the coil4 ,illustration3 ,,to ,,plugs ,,to ,,plugs ,,contact-,,maker ,,contact ,,maker ,,switch ,,bat4 ,s ,,int4 ,,int4 ,s4 ,,coil ,,int4 ,,int4 ,,sec ,,ground ,,to ,,motor ,,ground ,,to ,,motor ,,pos ,,neg ,,battery ,fig4 #gg4 ,atwater ,kent ,k-#b ,wiring--,cut #a1 ,under ,hood ,coil2 ,cut #b1 ,kick ,switch ,coil ,the external wiring of the ,a-,k type ,k-#b is very simple1 as shown in the diagrams1 ,figs4 #gg and #gg;,a4 ,fig4 #gg shows the wire connections1 when the reversing switch and under-hood coil is used4 ,fig4 #gg;,a shows the connections1 when using plate or kick switch coil4 ,a well insulated braided primary wire is used for the primary or battery circuit4 ,see that this wire is well protected against rubbing or abrasion wherever it comes into contact with metal parts of the car4 ,when the starting and lighting battery is used to furnish the ignition current1 two wires should run directly to the battery terminals4 ,the two types of ,atwater ,kent systems described are provided with automatic spark advance mechanism4 ,provisions are also made for manual lever control1 by simply connecting the unisparker to the throttle lever at the base of the steering gear4 ,illustration3 ,fig4 #gh4 ,atwater ,kent ,automatic ,spark ,advance ,mechanism--,a ,k ,type ,k-#b ,fig4 #gh shows the automatic spark advance mechanism4 ,it is located on the underside of the contact maker base plate1 and consists of a set of weights which swing out from the center against spring tension1 and advances the unisparker on the shaft1 according to the amount of centrifugal action or speed of the shaft4 ,when the shaft is not in motion the springs draw the weights toward center1 which automatically shifts the unisparker on the shaft until the spark is in a fully retarded position4 ,contact ,point ,adjustment4--,the only adjustment aside from the initial timing is in the contact points4 ,they are adjustable only for natural wear1 and one adjustment should last at least six months4 ,the contact screw is provided with a number of shim washers against which it is set up tight4 ,when the points eventually become worn1 they should be dressed flat and smooth4 ,a sufficient number of the washers should be removed so that when the contact screw is set up tightly it will maintain the proper gap between the points4 ,the distance between the contact points should be about the distance of a thin visiting card4 ,they should never touch when at rest4 ,illustration3 ,oil lightly every #ajjj miles ,oil ,fig4 #gi4 ,atwater ,kent ,contact ,breaker--,oiling ,diagram--,a-,k ,type ,k-#b ,fig4 #gi shows an oiling diagram of the contact maker4 ,the latch1 lifter1 and lifter spring are not adjustable or subject to wear4 ,they should be well cleaned and oiled every five hundred miles4 ,use a light oil and avoid getting it on the contact points4 ,the ,condenser4--,the condenser of this system acts somewhat like a shock absorber to the contact points4 ,it absorbs the spark or arc and makes the break in the primary current1 clean and abrupt4 ,the condenser is very accessible1 but should never be tampered with1 as it does not require any attention4 ,testing for ,ignition ,trouble4--,if the engine misses without regard to speed1 test each cylinder separately by short circuiting the plug with a screw driver1 allowing a spark to jump4 ,if all cylinders produce a good regular spark the trouble is not with the ignition system4 ,if any cylinder sparks regularly this will indicate that the ignition system is in working order so far as the unisparker and coil are concerned4 ,the trouble is probably in the high tension wiring between the distributor and plug1 or in the plugs themselves4 ,examine the plugs and wiring carefully4 ,leaky secondary wiring is frequently the cause of missing and backfiring4 ,frequently1 when high tension wires are run from the distributor to the spark plugs through a metal tube1 trouble is experienced with missing and backfiring1 which is due to induction between the various wires in the tube4 ,this is especially likely to happen if the main secondary wire from the distributor to the coil runs through this tube with the spark plug wires4 ,whenever possible the distributor wires should be separated by at least one-half inch of space4 ,they should be supported by bracket insulators1 rather than run through a tube4 ,in no case should the main distributor wire run through a conduit with other wires4 ,if irregular sparking is noted at the spark plugs1 examine the battery and connections4 ,if the trouble commences suddenly1 it is probably due to a loose connection in the wiring1 if gradually1 the battery may be weakening or the contact points may require attention4 ,,chapter ,,xxi ,,philbrin ,,single ,,spark ,,ignition ,,system ,,operation1 ,,adjustment ,,and ,,care ,the ,philbrin ignition system consists of a specially designed contact maker and interrupter1 a distributor mounted on the same shaft1 a nonvibrating heat and moisture proof coil1 an armored heat1 moisture1 and puncture proof condenser1 and a special ,duplex switch4 ,illustration3 ,fig4 #hj4 ,philbrin ,contact ,maker--,point ,adjustment ,fig4 #hj shows an illustration of the ,philbrin contact maker which operates in this manner4 ,the cam ,a strikes against the end of the plunger ,b and forces the points together at ,c1 and holds the contact for approximately three and one-half degrees of the revolution of the cam4 ,the spark occurs simultaneously with the separation of the contact points4 ,the contact maker has but one adjustment2 that of the adjustable contact screw1 which is in direct line with the contact plunger4 ,the contact points are brought together gradually by the surface formation of the cam4 ,when the point of ample saturation of the coil is reached1 the breaking of the contacts is instantaneous4 ,the duration of the spark is in proportion to the speed of the engine1 but breaking of the points is always instantaneous and entirely independent of the engine's speed thereby producing the required spark at all speeds without any spark lag4 ,illustration3 ,fig4 #ha4 ,philbrin ,contact ,maker and ,distributor ,blade ,fig4 #ha shows the distributor blade mounted over the contact maker4 ,the distributor blade is so arranged that it clears the spark plug lead terminals in the cover by a slight margin1 and does not make actual contact1 thereby eliminating all friction due to such contacts4 ,operation4--,turning on the switch sets up a low tension current in the coil and primary wire coil when the contact points close4 ,the sudden breaking of this current causes demagnetism of the core and the primary coil to set up a high tension current in the secondary coil4 ,this current is led to the distributor blade and passes to the spark plug terminals as the blade comes in contact range4 ,the ,philbrin high frequency system uses the same coil and distributor as the single spark system4 ,but as the circuits of the two systems are entirely distinct and separate1 they do not conflict with each other4 ,the high frequency system has its own condenser and interrupter located in the switch case1 and supplies a continuous flow of sparks4 ,illustration3 ,fig4 #hb4 ,switch ,case ,fig4 #hb shows the interior of the switch case4 ,this part of the mechanism controls the interruption of the battery current4 ,the current is supplied to the interruptor through a polarity reverser1 which reverses the direction of the current each time the switch button is turned4 ,this equalizes the wear on the contact points4 ,attention is again called to the distributor blade shown in ,fig4 #hb1 which is used for both systems4 ,because of the shape of this blade1 there is a continuous flow of sparks after the explosive spark has been delivered to one cylinder until the forward edge of the distributor blade is within range of the distributing point of the next terminal4 ,by this action the first spark delivered to the cylinder is an efficient one1 and the follow up continues at intervals of approximately one-thousandth of a second4 ,these sparks are all perfectly synchronous4 ,the operation of the high frequency system does not differ in function action from the single spark system explained on the foregoing page4 ,either system may be had singly1 or in duplex formation4 ,consequently either the single or the double system may be encountered4 ,when the duplex system is used the driver has his choice and can use either the high frequency or single spark system1 by turning the rubber roll switch on the distributor to the system indicated4 ,this follow-up feature has been found particularly advantageous for starting in cold weather1 or where a poor grade of gasoline is encountered1 and in case of a poor carburetor adjustment or foul spark plugs4 ,the high frequency system also has the unique feature of keeping the spark plugs clean without disintegrating the electroids1 as is often the case with the high tension magneto4 ,illustration3 ,fig4 #hc4 ,duplex ,high ,frequency ,switch ,fig4 #hc shows the ,duplex switch4 ,ordinarily a storage battery is used for one source of current1 and a set of dry cells for the other4 ,this is so arranged that either source of current can be used with either the single spark system or the high frequency system at will4 ,one source of current only can be used if so desired1 that is1 the storage battery only or the dry cells alone4 ,where the source of current is dry cells only1 the single spark system is used as it is more economical in current consumption4 ,all of the switch contacts are of the pressure plunger type1 thereby eliminating the uncertainty of brush contacts4 ,each switch is provided with a lock operating through the hub of the lever4 ,when the switch is locked in the off position it is impossible to remove the cover without breaking it as the cover of the switch locks to the back4 ,ratchet buttons select which one of the systems is to be used1 by a movement of #de4 ,this button operates only in a clock-wise direction4 ,illustration3 ,c-#b ,circuit #b ,c-#a ,circuit #a ,bat4-#a ,battery #a ,bat4-#b ,battery #b ,sec4-,secondary ,c-,circuit ,sec4 ,gr4 ,secondary ,ground ,to ,spark ,plugs ,,bat4 7,,sec47 ,c 7 ,,gr47 ,,bat4-#b ,,bat4-#a ,coil ,c4,r4 ,distributor ,fig4 #hd4 ,philbrin ,wiring ,diagram ,fig4 #hd shows a wiring diagram of the ,philbrin system4 ,the wire connections come to the contact maker directly from the switch1 instead of from the coil4 ,this provides for control of the current to the contact maker in such a manner that if a short circuit occurs in either of the systems1 by turning a button it is entirely cut off and the other system put into operation4 ,tungsten contact points are used on the single spark system as they are not effected by the use of light oil4 ,the contact points for the high frequency system are platinum-iridium4 ,they are mounted inside of the switch case and need little or no attention4 ,the contacts1 due to the reversed polarity1 have an extremely long life and can be used without attention until they are worn down to the base metal4 ,the duel type of system1 however1 may be purchased in separate units1 and an owner may choose either the high frequency system or the single spark system separately if so desired4 ,this type of ignition system is manufactured for four1 six1 eight1 and twelve cylindered cars4 ,,chapter ,,xxii ,,electrical ,,starting ,,and ,,lighting ,,systems ,,construction1 ,,operation ,,and ,,care ,a great many different types of mechanical1 and compressed air starters were devised and tried out as equipment by the manufacturers of automobiles a few years ago4 ,these devices were either mechanically imperfect1 or required considerable attention from the owner to keep them in working order and have all but disappeared from the market1 being supplanted by the electrical starter1 which has been perfected to a high state of efficiency and dependability4 ,the general principle of all electrical starters is much alike and they usually operate in much the same manner4 ,the electrical force or current is produced by a generator driven from the engine4 ,this current is collected1 or held in storage by chemical reproduction plates in a storage battery4 ,the battery1 in turn1 is connected to a small electric motor carried at the side of the engine4 ,the ,generator4--,the operating principle of current production of the generator is practically the same as explained in the magneto1 which may also be termed a generator or dynamo4 ,a generator consists of an iron frame1 a set of magnetic field windings1 a wound armature with a commutator on the end1 and a brush which collects the current from the commutator4 ,the current is induced in the armature by rotating it in a magnetic field4 ,the amount of voltage induced in the armature-coil depends on its rotating speed1 as the faster the armature turns1 the greater the number of magnetic field lines cut1 and the greater the amount of voltage induced in the armature coil4 ,the ,regulator4--,the generator is provided with a regulator to control the output rate of voltage when the engine is running at excess speeds4 ,this is necessary to prevent the higher charging rate from overcoming the capacity of the storage battery4 ,the regulating of the voltage output may be accomplished by mechanical or electrical means4 ,the mechanical regulator usually consists of a governor which is timed to release the armature from the drive shaft when the engine reaches a certain rate of speed4 ,the electrical regulator usually consists of a reversed series of field winding which acts against the force of the magnetic field1 or of a bucking coil4 ,the ,automatic ,cut-out4--,all types of generators which supply current to a storage battery are equipped with an automatic cut-out arrangement which is entirely automatic in action and requires no attention4 ,the function of the automatic cut-out is to prevent the current from flowing back to the generator when the current production of the generator is less than the charged strength of the storage battery4 ,the cut-out may be located anywhere on the conductor1 between the storage battery and the generator1 and consists of a simple electro-magnet1 which is operated by the direction of current flowage4 ,one ,unit ,system4--,the generator furnishes the current for ignition and starting1 and is also reversible to act as a starting motor4 ,the system is referred to as a one unit system4 ,two ,unit ,system4--,when the starting motor and the generator act singly1 and are contained in a separate casting1 the system is referred to as a two unit system4 ,three ,unit ,system4--,when the generator and starting motor are located as a separate unit1 and when the ignition current is supplied by a magneto1 this system is referred to as a three unit system4 ,the ,starting ,motor4--,the starting motor is constructed in the same manner as the generator1 and is simply a reversal of action4 ,when cranking1 the current from the storage battery flows through the motor winding and magnetizes the armature core4 ,this acting upon the magnetism of the frame causes the turning effort4 ,lubrication4--,regularly every two weeks1 or every five hundred miles1 two or three drops of thin neutral oil should be dropped into the oil wells supplying the armature bearings and usually located at each end of the armature shaft4 ,illustration3 ,fig4 #he4 ,bijur #b-,v ,system ,mounted on ,hupmobile ,engine ,care4--,regularly every two weeks1 inspect all connections as a full volume of current will not flow over a loose or corroded connection4 ,never allow any oil or dirt to collect on the motor or generator1 as it interferes with the terminal connection and misdirects the current1 and the instrument soon becomes inoperative4 ,fig4 #he shows the location of the two unit ,bijur electrical starting and generating system mounted on an engine4 ,the starting motor is bolted to the flywheel housing1 and is provided with a square armature shaft which carries a pinion which can be moved horizontally on the shaft4 ,this pinion meshes directly with teeth cut in the steel flywheel ring4 ,no intermediate gears or roller clutches are used4 ,the control lever connects through linkage to the shifting fork which shifts the pinion on the square shaft of the motor4 ,the same foot pedal linkage operates the starting switch4 ,normally a spring holds the motor pinion out of mesh with the flywheel teeth and also holds the starting switch in the 8off0 position4 ,the ,generator4--,the generator is bolted to an extension on the crank case at the front side of the gas motor1 and is driven by a silent chain from the crank shaft4 ,after the gas motor attains a speed equivalent to a car speed of ten miles per hour on high speed1 the generator begins to generate1 and will generate a current which is highest at low speeds1 and diminishes somewhat at higher speeds4 ,the machines are both self-contained as there are no regulators or automatic switches which require separate mounting4 ,the automatic switch for opening and closing the circuit between the generator and storage battery is mounted inside the generator4 ,this switch is properly adjusted before the generator leaves the factory1 and no further adjustments are necessary4 ,two wires lead from the generator4 ,one of these is connected at the starting motor to one of the heavy cables coming from the storage battery1 while the other generator wire is grounded on the chassis1 the chassis forming a part of the circuit4 ,the generator polarity is reversible and the connections at the machine may be made haphazard and without regard to polarity4 ,if connections are reversed at the generator1 no damage will result1 as the machine will automatically assume the correct polarity to charge the battery4 ,fig4 #hf shows the position of the ,bijur starting system1 and the relative neutral positions of starting pedal1 motor pinion1 and starting switch1 when the starting equipment is not in action4 ,fig4 #hf;,a shows the normal position of the various parts after the starting pedal has been depressed and just before the starting motor begins to operate4 ,the pinion is now in full mesh with the flywheel ring and further depressing the starter pedal will close the switch4 ,illustration3 ,,foot ,,pedal ,,position #a--,,out ,,of ,,action4 ,,starting ,,switch ,,off4 ,,pinion ,,up ,,against ,,motor ,,head4 ,,flywheel ,,shifting ,,fork ,,starting ,,switch ,,motor ,,shaft ,,oil ,,here ,,motor ,,oil ,,here ,,collar ,,clevis ,,pin ,,shifting ,,rod ,,stop ,,shifter ,,spring ,,release ,,spring ,,oil ,,drain ,,keep ,,this ,,hole ,,clear ,,pinion ,,oil ,,here ,,crank ,,case ,,position #b--;,,about ,,to ,,crank4 ,,gears ,,have ,,meshed ,,but ,,switch ,,has ,,not ,,yet ,,made ,,contact4 ,fig4 #hf4 ,bijur ,starter ,mechanism ,showing ,action ,fig4 #hg shows all the parts in their positions for cranking4 ,the small gap between the collar on the shifting rod and clevis pin permits the switch rod to move and thus open the starting switch without moving the motor pinion when the starting pedal is released4 ,illustration3 ,,position #c--;,,cranking1 ,,note ,,gap ,,between ,,collar ,,on ,,shifting ,,rod ,,and ,,clevis ,,pin4 ,,shifting ,,fork ,,is ,,up ,,against ,,stop ,,and ,,shifter ,,spring ,,is ,,slightly ,,compressed4 ,,position #b;,a--,,about ,,to ,,crank4 ,,gears ,,not ,,yet ,,meshed1 ,,teeth ,,are ,,butting1 ,,but ,,switch ,,has ,,made ,,contact4 ,,shifter ,,spring ,,strongly ,,compressed ,,ready ,,to ,,draw ,,pinion ,,into ,,mesh4 ,fig4 #hg4 ,bijur ,starter ,mechanism ,showing ,action ,fig4 #hg;,a shows the condition when on depressing the foot pedal1 and sliding the pinion on the motor shaft towards the flywheel the pinion does not mesh with the flywheel1 and the teeth butt4 ,depressing the foot pedal will close the starting switch strongly compressing the shifter spring4 ,after the switch is closed the motor will begin to rotate and allow the pinion to slip into mesh with the flywheel4 ,the motor will then crank in the normal way4 ,illustration3 ,,head ,,lamp ,,motor ,,switch ,,terminal ,,grounded ,,generator ,,starting ,,switch ,,battery ,,ignition ,,switch ,,interruptor ,,and ,,distributor ,,spark ,,plugs ,,rear ,,lamp ,,horn ,,coil ,,instrument ,,lamp ,,head ,,lamp ,,horn ,,button ,,lighting ,,switch ,fig4 #hh4 ,wiring ,diagram ,model ,n--,hupmobile ,fig4 #hh shows a complete diagram of the ,model ,n ,hupmobile wiring system4 ,,chapter ,,xxiii ,,electric ,,starting ,,and ,,lighting ,,equipment ,fig4 #hi shows a diagram of the ,bijur lighting and starting system on the ,jeffrey 8,chesterfield-six40 ,the generator supplies current for the lights and charges a storage battery when the gas motor is running at speeds equivalent to ten or more miles per hour on high gear4 ,when the gas motor is running at speeds corresponding to less than ten miles per hour1 all currents for lamps are drawn from the storage battery4 ,the starting motor is in operation only during the period of starting1 and remains idle at all other times4 ,the appliances shown in the diagram constituting the equipment are a six volt constant voltage generator1 a six volt starting motor1 starting switch1 six volt hundred ampere hour battery1 lamp controller1 and a high tension magneto4 ,due to the reversible characteristics of the generator1 no attention need be paid to the polarity of the wiring when it is removed and again replaced4 ,the starting motor pinion meshes with teeth on the flywheel when the starting switch mounted on the housing covering the motor pinion is compressed4 ,operation of ,system ,shown in ,diagram4--,after the gas motor reaches a speed equivalent to a car speed of approximately ten miles per hour on the third speed gear1 the generator will generate and maintain a constant voltage1 or electrical pressure at higher speeds and will also maintain this pressure constant at all loads4 ,the current output from the generator at any time will depend upon the condition of the storage battery4 ,if a car has been left standing for some time with the lights burning1 the storage battery will become more or less discharged and its voltage lowered4 ,under these conditions the generator voltage or pressure will be higher than that of the battery1 forcing a comparatively high charging current into the battery4 ,this current may be from #e to #bj amperes1 and the battery will rapidly approach the fully charged condition4 ,illustration3 ,,loom ,no4 #ad ,no4 #aj ,,loom ,no4 #ad ,no4 #aj ,,loom ,no4 #ad ,,right ,,head ,,light ,,terminal ,,posts ,,fuses #aj ,,amperes ,,negative ,,storage ,,battery ,,generator ,,magneto ,,positive ,,switch ,,cylinders ,,batt - ,,lighting ,,switch ,no4 #ad ,no4 #ad ,,batt ,,tonneau ,,light ,,ground ,no4 #aj ,,ground ,,fuse ,,magneto ,,switch ,no4 #ah ,,duplex ,no4 #ad ,no4 #aj ,,dash ,,extension ,,light ,,ammeter ,no4 #j ,,horn ,,button ,,rear ,,light ,,head ,,light ,,motor ,,starting ,,switch ,,horn #b ,,loom ,fig4 #hi4 ,wiring ,diagram--,jeffrey-,chesterfield ,six ,as a battery becomes charged its voltage increases reducing the difference in pressure between the generator and battery and decreasing the charging current to the battery4 ,,electric ,,starting ,,and ,,lighting ,,operation ,current from the generator passes through an ammeter and this meter shows the current being supplied to the battery and the lights1 or to the battery only when no lights are in operation4 ,starting ,motor4--,the starting motor is provided with a square shaft and carries a pinion which can be moved horizontally on this shaft4 ,this pinion meshes directly with teeth cut on the flywheel4 ,the starting pedal located at the driver's seat connects through linkage to fork which shifts the link on the square shaft of the motor4 ,the same foot pedal linkage operates the starting switch4 ,normally a spring holds the motor pinion out of mesh with the flywheel teeth1 and also holds the starting switch in an 8off0 position4 ,operation of the ,starter4--,depressing the starter1 one pedal operates the starting switch and makes a preliminary contact which connects the starting motor to the storage battery through a resistance located inside of the starting switch4 ,this resistance permits a small amount of current to pass through the starting motor1 causing its armatures to rotate at relatively slow speed4 ,this slow rotation insures proper meshing of the pinion and flywheel teeth when they are brought into engagement4 ,depressing the foot pedal also shifts the pinion on the square shaft of the motor so as to bring it into contact with the teeth on the flywheel4 ,when the pinion is in full mesh with the teeth on the fly1 the moving contact in the starting switch has traveled to a position where the resistance is cut out of the circuit1 connecting the storage battery directly to the starting motor4 ,the starting motor will then spin the gas motor4 ,starting4--,first see that the necessary adjustments have been made1 then depress the starting foot pedal as far as it will go and hold it firmly in place until the gas motor starts4 ,the instant the gas motor begins firing the foot pedal should be released4 ,the starting pedal should be pressed as far as it will go without any pausing on the downward stroke4 ,fig4 #ij shows diagram of operation and wiring of the ,bijur electrical system used on ,jeffery #d-;cylinder car4 ,if the pinion and flywheel teeth do not mesh properly do not hold the starting pedal down1 release it and after a few seconds pause1 depress the pedal again4 ,if the gas motor does not start firing promptly after spinning it with the electric motor1 do not continue to spin it1 but see that the proper adjustments for starting have been made and that there is gasoline in the carburetor1 and that the ignition is in working order4 ,continued spinning of the gas motor by the electric motor will not damage the electrical equipment but constitutes a useless drain on the storage battery and should be avoided4 ,wiring4--,fig4 #ij shows the circuits for all electric appliances on the ,jeffrey-#d car4 ,the various units are wired on the two-wire system4 ,the 8out of focus0 filaments in the head lamp bulbs are wired on the three-wire system1 the chassis acting as a neutral wire1 one side of the 8out of focus0 filament being grounded in the head lamps4 ,the 8in focus0 filaments are on the two-wire system4 ,the dash lamp is on the tail lamp circuit and is so arranged that these two lamps are always in operation when any combination of head lamp filaments are in use4 ,fuse ,circuits4--,each head lamp is separately fused1 the current for both filaments in each head lamp bulb passing through one fuse4 ,illustration3 ,,ground ,,to ,,oil ,,pipe ,,grounded ,,to ,,instrument ,,assembly ,,right ,,head ,,light ,,generator ,,dash ,,lamp ,,switch ,,indicator ,,cylinders #a #b #c #d ,,connections ,,through ,,switch ,,in 8,,dim0 ,,position ,,fuse ,,and ,,junction ,,block ,,horn ,,connections ,,through ,,switch ,,in 8,,on0 ,,position ,,magneto ,,horn ,,button ,,motor ,,starting ,,switch ,,battery ,,wiring ,,for #f-;,,cylinder ,,model #ffa ,,is ,,the ,,same ,,as ,,for #d-;,,cylinder ,,model #dfb1 ,,except ,,for ,,high ,,tension ,,leads ,,between ,,magneto ,,and ,,spark ,,plugs4 ,,left ,,head ,,light ,,note3--,,dotted ,,lines ,,indicate ,,permanent ,,connections ,,between ,,fuse ,,cabinet1 ,,dash ,,lamp1 ,,current ,,indicator ,,and ,,switch4 ,,connections ,,as ,,shown ,,facing ,,fuse ,,cabinet4 ,,switch ,,grounded ,,rear ,fig4 #ij4 ,wiring ,diagram--,jeffrey-,four ,separate fuses are provided for the electric horn circuit and for the rear lamp circuit4 ,the push button for operating the electric horn is mounted on the center of the steering post4 ,ground ,fuse4--,a fuse is located in the ground circuit between the lamp controller and the magneto top to ground4 ,illustration3 ,fig4 #ia4 ,hydrometer ,syringe ,lamp ,controller4--,a pair of wires from the terminals of the storage battery connect to the five position lamp controller4 ,all lighting circuits connected to this controller which may be locked in any of the five positions4 ,oiling should be practiced regularly every two weeks or every five hundred miles4 ,two or three drops of thin neutral oil should be put in each of the two oilers of the motor and in each of the two oilers of the generator4 ,do not flood the bearings with oil4 ,at the same time the starting motor shaft should be oiled4 ,an oil hole is provided in the top of the starting motor gear case and about ten drops of cylinder oil should be used4 ,fig4 #ia shows a hydrometer syringe used for determining the specific gravity or density of the solutions in the battery cells4 ,to take specific gravity readings unscrew the filler or vent plug and insert the tube into the cell and release bulb slowly to draw the acid solution into the chamber until the hydrometer floats4 ,the enlarged graduated stem shows a reading of #a4bhj at the point where it emerges from the solution4 ,after testing1 the solution must be returned to the cell from which it was taken4 ,specific readings above #abjj show the battery more than half charged4 ,gravity below #a4aej indicates battery completely discharged or run down4 ,should the gravity fall below #a4aej the gas motor should be given a long run to restore the battery4 ,,chapter ,,xxiv ,,north ,,east ,,starter ,,system ,,used ,,on ,,dodge ,,brothers' ,,cars ,the ,north ,east starter system shown in ,fig4 #ia comprises the ,north ,east ,model ,g starter-generator and the combined starting switch and reverse current cut-out4 ,this equipment serves to start the engine and provide current for the lamps and other electrical accessories as well as for the ignition system4 ,the battery as the source of current while the engine is not in operation or is running slowly2 but at all engine speeds above #cej ,r4 ,p4 ,m4 the starter-generator supplies current for the entire electrical system4 ,wiring4--,in the accompanying wiring diagrams the starting circuit is represented by the very heavy cables2 the charging circuit1 where it does not coincide with the starting circuit1 by the cables of medium weight1 and the lighting and the ignition circuits by the light cables4 ,as will be seen from the diagrams1 the starting circuit extends from the positive terminal of the battery to the starting switch1 and thence1 when the switch is closed1 through the starter-generator armature and field coils back to the negative terminal of the battery by way of the grounded negative starter-generator terminal1 the car frame1 and the battery ground connections4 ,the charging circuit is identical with the starting circuit except at the starting switch1 where instead of passing from one switch terminal to the other through the switch contactor it extends through a parallel path which includes the reverse current cut-out and the charging indicator4 ,the cable leading to the lighting and ignition switch is attached to the positive terminal of the indicator4 ,from this switch the lighting and the ignition circuits become distinct1 and each1 after passing through its proper course1 reaches the car frame and returns through it to the source of supply4 ,illustration3 ,charging ,indicator ,lighting ,ignition ,switch ,dash ,lamp ,horn ,head ,lamp ,ground ,tail ,lamp ,ground ,horn ,button ,starting ,switch and ,reverse ,current ,cut-out ,ground ,ground ,connection ,ground ,head ,lamp ,battery ,ground ,starter-,generator ,ground ,connection ,fig4 #ia4 ,dodge ,wiring ,diagram ,without exception all the connections of the starting and lighting system must be made as indicated in this diagram if entirely satisfactory results are to be obtained from the equipment4 ,starter-,generator 7,fig4 #ib74--,the starter-generator is mounted on the left side of the engine by means of an adjustable support and a clamping strap4 ,it runs at three times engine speed1 operating directly from the crank shaft through a silent chain drive4 ,being a single unit machine1 it employs but one armature with only one commutator1 one set of field windings and one set of brushes for the performance of all of its functions both as a starter and as a generator4 ,while starting the engine it acts as a cumulatively compounded motor2 but while serving as a generator it operates as a differentially compounded machine with its output positively controlled through the agency of a ,third ,brush ,regulating system1 supplemented by the differential influence of the series field upon the shunt field4 ,the machine is designed for #ab volt service and1 when driven by the engine1 normally begins to deliver current to the battery as soon as the car speed is brought up to approximately #aj miles per hour4 ,from this point on1 the charging rate rises rapidly with increasing speed until the standard maximum rate of #f amperes is reached at a car speed of #af or #ag miles per hour4 ,from this speed to #bj or #ba miles per hour it remains practically constant1 but above #ba miles per hour it decreases gradually until at the upper speed limit of the engine it may become as low as #c amperes4 ,this charging rate conforms throughout with the standard recommendations of the battery manufacturers4 ,the early maximum reached by the starter-generator output provides amply for the demands of current at ordinary driving speeds2 while the tapering characteristic1 which comes into effect at high speeds1 serves to protect the battery from superfluous charging in instances where cars may be subjected to continuous high speed service4 ,illustration3 ,,field ,,coil ,,tie ,,rod ,,armature ,,field ,,ring ,,fuse ,,retaining ,,plate ,,cork ,,packing ,,washer ,,commutator ,,armature ,,shaft ,,ball ,,bearing ,,sprocket ,,commutator-,,end ,,housing #c,,rd ,,brush ,,plate ,,adjusting-,,stud ,,spring ,,end-,,play ,,washer ,,ball ,,bearing ,,locking ,,sleeve ,,bearing-,,cap ,,felt ,,oiling-,,washers ,,ball ,,bearing ,,oil ,,slinger4 ,,clamp-,,screw #c,,rd ,,brush ,,plate ,,clamp ,,crimped ,,spacer ,,cover-,,band ,,sprocket-,,end ,,housing ,,brush-,,holder ,,stud ,,brush ,,brush ,,holder ,fig4 #ib4 ,north ,east ,model ,g ,starter-,generator ,adjustment of ,charging ,rate4--,the third brush system is so constructed as to permit the charging rate to be changed when desired to a higher or to a lower value than that for which it is normally adjusted4 ,such adjustments should not be attempted by the car owner himself1 and should never be made except in cases of actual necessity where the normal charging rate does not meet the special service conditions under which the equipment may be required to operate permanently4 ,in every instance where there is any reason to believe that a modification of the rate would be beneficial1 the car owner should refer the equipment to the ,north ,east ,electric ,company or its nearest branch or service station4 ,fuse4--,the fuse is located on the commutator end of the starter-generator4 ,its purpose is to protect the electrical system if possible by rendering the starter-generator inoperative whenever abnormal operating conditions may occur4 ,due to its protective function the fuse is always the first point in the system to be inspected in case the starter-generator ever failed to produce current4 ,if the fuse is found to be 8blown0 or missing1 a new one should be applied and the machine given a preliminary test before further search for trouble is made4 ,should the generator fail to deliver current even after a new fuse has been installed or should the new fuse 8blow0 when the machine is in operation1 the entire electrical system should then be inspected thoroughly for possible faults such as open circuits1 improper connections or abnormal grounds4 ,under such circumstances the difficulty should always be corrected before any further attempt is made to operate the equipment4 ,precautions ,necessary for the ,operation ,without ,battery in ,circuit4--,the third brush regulating system requires a closed charging circuit for the successful performance of its duties4 ,the battery1 therefore1 forms an indispensable link in the system and its presence in circuit is always essential to the proper operation of the starter-generator4 ,should the machine ever have to be operated with the battery disconnected or with the charging circuit otherwise incomplete1 the electrical system must be protected by rendering the machine inoperative4 ,this is to be done by removing the fuse from its clips4 ,when the starter-generator thus rendered incapable of producing current1 no ignition current will be available from the usual sources4 ,under such circumstances1 therefore1 the engine cannot be operated without some provisional source of ignition current4 ,a battery of nine or ten dry cells will serve satisfactorily as a temporary substitute provided they are used for ignition only4 ,starting ,switch and ,reverse ,current ,cut-out4--,the reverse current cut-out is located in the same case with the starting switch4 ,this combined switch and cut-out is mounted near the center of the toe-board where the switch push-rod button is within convenient reach from the driver's seat4 ,,chapter ,,xxv ,,the ,,delco ,,electrical ,,system--,,buick ,,cars ,the motor generator which is located on the right side of the engine is the principal part of the ,delco ,system4 ,this consists essentially of a dynamo with two field windings1 and two windings on the armature with two commutators and corresponding sets of brushes1 in order that the machine may work both as a starting motor1 and as a generator for charging the battery and supplying the lights1 horn and ignition4 ,the ignition apparatus is incorporated in the forward end of the motor generator4 ,this in no way affects the working of the generator1 it being mounted in this manner simply as a convenient and accessible mounting4 ,the motor generator has three distinct functions to perform which are as follows3 #a4--,motoring the generator4 #b4--;,cranking the engine4 #c4--;,generating electrical energy4 ,motoring the generator is accomplished when the ignition button on the switch is pulled out4 ,this allows current to come from the storage battery through the ammeter on the combination switch1 causing it to show a discharge4 ,the first reading of the meter will be much more than the reading after the armature is turning freely4 ,the current discharging through the ammeter during this operation is the current required to slowly revolve the armature and what is used for the ignition4 ,the ignition current flows only when the contacts are closed1 it being an intermittent current4 ,the maximum ignition current is obtained when the circuit is first closed and the resistance unit on the front end of the coil is cold4 ,the current at this time is approximately #f amperes1 but soon decreases to approximately #c amperes4 ,then as the engine is running it further decreases until at #ajjj revolutions of the engine it is approximately #a ampere4 ,illustration3 ,,lead ,,to ,,switch4 ,,to ,,shunt ,,field4 ,,ignition ,,coil4 ,,resistance ,,unit4 ,,to ,,third ,,brush4 ,,to ,,pos4 ,,battery4 ,,dis4 ,,head ,,locating ,,tongue4 ,,to ,,no #a ,,terminal4 ,,to ,,no #b ,,terminal4 ,,brush ,,operating ,,rod4 ,,oiler ,a4 ,,to ,,starting ,,pedal4 ,,starting ,,gears4 ,a ,,field ,,coil4 ,,oiler ,b4 ,,distributor ,,shaft ,,gear4 ,,fly ,,wheel4 ,,pump ,,shaft4 ,,armature4 ,,lubricator ,c4 ,,generator ,,clutch4 ,,roller ,,bearing4 ,,ball ,,bearing4 ,,oil ,,drain4 ,,one ,,way ,,clutch ,,built ,,in ,,this ,,gear4 ,,motor ,,commutator4 ,,generator ,,commutator4 ,fig4 #ic4 ,delco ,motor ,generator--,showing ,parts ,this motoring of the generator is necessary in order that the starting gears may be brought into mesh1 and should trouble be experienced in meshing these gears1 do not try to force them1 simply allow the starting pedal to come back giving the gears time to change their relative positions4 ,a clicking sound will be heard during the motoring of the generator4 ,this is caused by the overrunning of the clutch in the forward end of the generator which is shown in ,fig4 #ic4 ,the purpose of the generator clutch is to allow the armature to revolve at a higher speed than the pump shaft during the cranking operation and permitting the pump shaft to drive the armature when the engine is running on its own power4 ,a spiral gear is cut on the outer face of this clutch for driving the distributor4 ,this portion of the clutch is connected by an ,oldham coupling to the pump shaft4 ,therefore its relation to the pump shaft is always the same and does not throw the ignition out of time during the cranking operation4 ,the cranking operation takes place when the starting pedal is fully depressed4 ,this causes the top motor brush to come in contact with the motor commutator4 ,as this brush arm lowers1 it comes in contact with the gear in the generator brush arm raising the generator brush from its commutator4 ,at the same time the current from the storage battery flows through the heavy series field winding1 motor brushes and motor winding on the armature4 ,the switching in this circuit is accomplished by means of the top motor brush which is operated from the starting pedal4 7,shown in ,fig4 #id74 ,this cranking operation requires a heavy current from the storage battery1 and if the lights are on during the cranking operation1 the heavy discharge from the battery causes the voltage of the battery to decrease enough to cause the lights to grow dim4 ,this is noticed especially when the battery is nearly discharged2 it also will be more apparent with a stiff motor or with a loose or poor connection in the battery circuit4 ,it is on account of this heavy discharge current that the cranking should not be continued any longer than is necessary1 although a fully charged battery will crank the engine for several minutes4 ,illustration3 ,,brush ,,operating ,,rod ,,motor ,,brush ,,generator ,,brush ,,generator ,,commutator ,,motor ,,commutator ,,third ,,brush ,,plate ,,slotted ,,to ,,permit ,,third ,,brush ,,adjustment ,fig4 #id4 ,delco ,motor ,generator--,diagram of ,operation ,during the cranking operation the ammeter will show a discharge4 ,this is the current that is used both in the shunt field winding and the ignition current2 the ignition current1 being an intermittent current of comparatively low frequency1 will cause the ammeter to vibrate during the cranking operation4 ,if the lights are on the meter will show a heavier discharge4 ,the main cranking current is not conducted through the ammeter1 as this is a very heavy current and it would be impossible to conduct this heavy current through the ammeter and still have an ammeter that is sensitive enough to indicate accurately the charging current and the current for lights and ignition4 ,as soon as the engine fires the starting pedal should be released immediately1 as the overrunning motor clutch is operating from the time the engine fires until the starting gears are out of mesh4 ,since they operate at a very high speed1 if they are held in mesh for any length of time1 there is enough friction in this clutch to cause it to heat and burn out the lubricant4 ,there is no necessity for holding the gears in mesh4 ,the motor clutch operates between the flywheel and the armature pinion for the purpose of getting a suitable gear reduction between the motor generator and the flywheel4 ,it also prevents the armature from being driven at an excessively high speed during the short time the gears are meshed after the engine is running on its own power4 ,this clutch is lubricated by the grease cup ,a1 shown in ,fig4 #ic4 ,this forces grease through the hollow shaft to the inside of the clutch4 ,this cup should be given a turn or two every week4 ,when the cranking operation is finished the top brush is raised off the commutator when the starting pedal is released4 ,this throws the starting motor out of action 7,fig4 #id74 ,the top brush comes in contact with the generator commutator1 and the armature is driven by the extension of the pump shaft4 ,at speeds above approximately #g miles per hour the generator voltage is higher than the voltage of the storage battery which causes current to flow from the generator winding through the ammeter in the charge direction to the storage battery4 ,as the speed increases up to approximately #bj miles per hour this charging current increases1 but at the higher speeds the charging current decreases4 ,lubrication4--,there are five places to lubricate the ,delco ,system3 #a4 ,the grease clutch for lubricating the motor clutch4 #b4 ,hole at ,b 7,fig4 #ic7 for supplying cup grease for lubricating the generator clutch and forward armature bearing4 #c4 ,the oiler ,c in the rear end cover for lubricating the bearing on the armature shaft4 ,this should receive a few drops of oil once a week4 #d4 ,the oil hole in the distributor at ,a 7,fig4 #ic7 for lubricating the top bearing of the distributor shaft4 ,this should receive oil once a week #e4 ,this is the inside of the distributor head4 ,this should be lubricated with a small amount of vaseline1 carefully applied two or three times during the first #bjjj miles running of the car1 after which it will require no attention4 ,this is to secure a burnished track for the rotor brush on the distributor head4 ,this grease should be sparingly applied and the head wiped clean from dust and dirt4 ,the combination switch 7,figs4 #ie and #if7 is for the purpose of controlling the lights1 ignition1 and the circuit between the generator and the storage battery4 ,the button next to the ammeter controls both the ignition and the circuit between the generator and the storage battery1 the latter circuit being shown in the heavier line as shown on the circuit diagram 7,fig4 #ih74 ,the button next to this controls the head lights4 ,the next button controls the auxiliary lamps in the head lights4 ,the button on the left controls the cowl and tail lights4 ,the circuit breaker is mounted on the combination switch as shown in ,fig4 #if4 ,this is a protective device1 which takes the place of a fuse block and fuses4 ,it prevents the discharging of the battery or damage to the switch or wiring to the lamps1 in the event of any of the wires leading to these becoming grounded4 ,as long as the lamps are using the normal amount of current the circuit breaker is not affected4 ,but in the event of any of the wires becoming grounded an abnormally heavy current is conducted through the circuit breaker1 thus producing a strong magnetism which attracts the pole piece and opens the contacts4 ,this cuts off the flow of current which allows the contacts to close again and the operation is repeated1 causing the circuit breaker to pass an intermittent current and give forth a vibrating sound4 ,illustration3 ,fig4 #ie4 ,delco ,ignition ,switch ,plate ,illustration3 ,circuit ,breaker ,numbers of ,lower ,terminals ,fig4 #if4 ,delco ,ignition ,switch ,circuit ,breaker--,mounted ,it requires #be amperes to start the circuit breaker vibrating1 but once vibrating a current of three to five amperes will cause it to continue to operate4 ,in case the circuit breaker vibrates repeatedly1 do not attempt to increase the tension of the spring1 as the vibration is an indication of a ground in the system4 ,remove the ground and the vibration will stop4 ,the ammeter on the right side of the combination switch is to indicate the current that is going to or coming from the storage battery with the exception of the cranking current4 ,when the engine is not running and current is being used for lights1 the ammeter shows the amount of current being used and the ammeter hand points to the discharge side1 as the current is being discharged from the battery4 ,when the engine is running above generating speeds and no current is being used for lights or horn1 the ammeter will show charge4 ,this is the amount of current that is being charged into the battery4 ,if current is being used for lights1 ignition and horn1 in excess of the amount that is being generated1 the ammeter will show a discharge as the excess current must be discharged from the battery1 but at all ordinary speeds the ammeter will read charge4 ,the ignition coil is mounted on top of the motor generator as shown in ,fig4 #id and is what is generally known as the ignition transformer coil4 ,in addition to being a plain transformer coil it has incorporated in it a condenser 7which is necessary for all high tension ignition systems7 and has included on the front end an ignition resistance unit4 ,the coil proper consists of a round core of a number of small iron wires4 ,wound around this and insulated from it is the primary winding4 ,the circuit and arrangement of the different parts are shown in ,fig4 #ig4 ,the primary current is supplied through the combination switch through the primary winding and resistance through the coil1 to the distributor contacts4 ,this is very plainly shown in ,fig4 #ih4 ,it is the interrupting of this primary current by the timer contacts together with the action of the condenser which causes a rapid demagnetization of the iron core of the coil that induces the high tension current in the secondary winding4 ,this secondary winding consists of several thousand turns of very fine copper wire1 the different layers of which are well insulated from each other and from the primary winding4 ,one end of the secondary winding is grounded and the other end terminates at the high tension terminal about midway on top of the coil4 ,it is from this terminal that the high tension current is conducted to the distributor where it is distributed to the proper cylinders by the rotor shown in ,fig4 #ih4 ,illustration3 ,connects ,to ,switch ,high ,tension ,wire ,to ,center ,of ,distributor ,connects ,to ,distributor ,primary ,winding ,resistance ,unit ,secondary ,winding ,iron ,core ,condenser ,coil ,bracket ,must ,be ,grounded ,fig4 #ig4 ,delco ,ignition ,coil ,the distributor and timer1 together with the ignition coil1 spark plugs1 and wiring1 constitute the ignition system4 ,the proper ignition of an internal combustion engine consists of igniting the mixture in each cylinder at such a time that it will be completely burned at the time the piston reaches dead center on the compression stroke4 ,a definite period of time is required from the time the spark occurs at the spark plug until the mixture is completely expanded4 ,it is therefore apparent1 that1 as the speed of the engine increases1 the time the spark occurs must be advanced with respect to the crank shaft1 and it is for this reason that the ,delco ignition systems are fitted with an automatic spark control4 ,illustration3 ,,circuit ,,breaker ,,ammeter ,,cowl ,,light ,,resistance ,,unit ,,switch ,,brush ,,switches ,,operated ,,by ,,starting ,,pedal ,,condenser ,,ignition ,,coil ,,tonneau ,,light ,,head ,,lights ,,series ,,field ,,rotor ,,for ,,distributing ,,high ,,tension ,,current ,,motor ,,generator ,,tail ,,light ,,storage ,,battery ,,shunt ,,field ,,to ,,spark ,,plugs ,,distributor ,,advance ,,tungsten ,,timing ,,contacts ,,aux ,,light ,,horn ,,button ,,in ,,wheel ,fig4 #ih4 ,delco ,wiring ,diagram--,buick ,cars ,the quality of the mixture and the amount of compression are also factors in the time required for the burning to be complete4 ,thus a rich mixture burns quicker than a lean one4 ,for this reason the engine will stand more advance with a half open throttle than with a wide open throttle1 and in order to secure the proper timing of the ignition due to these variations and to retard the spark for starting1 idling and carburetor adjusting1 the ,delco distributor also has a manual control4 ,illustration3 ,rotor ,button ,rotor ,breaker ,cam ,timing ,adjustment ,automatic ,weights ,advance ,lever ,fig4 #ii4 ,delco ,ignition ,distributor ,the automatic feature of this distributor is shown in ,figs4 #ii and #ajj4 ,with the spark lever set at the running position on the steering wheel 7which is nearly all the way down on the quadrant71 the automatic feature gives the proper spark for all speeds excepting a wide open throttle at low speeds1 at which time the spark lever should be slightly retarded4 ,when the ignition is too far advanced it causes loss of power and a knocking sound within the engine4 ,with too late a spark there is a loss of power which is usually not noticed except by an experienced driver or one very familiar with the car and heating of the engine and excessive consumption of fuel is the result4 ,the timer contacts shown at ,d and ,c 7,fig4 #ajj7 are two of the most important points of an automobile4 ,very little attention will keep these in perfect condition4 ,these are tungsten metal1 which is extremely hard and requires a very high temperature to melt4 ,under normal conditions they wear or burn very slightly and will very seldom require attention2 but in the event of abnormal voltage1 such as would be obtained by running with the battery removed1 or with the ignition resistance unit shorted out1 or with a defective condenser1 these contacts burn very rapidly and in a short time will cause serious ignition trouble4 ,the car should never be operated with the battery removed4 ,illustration3 #c ,,automatic ,,weights ,,distributor ,,contact ,,breaker ,,cam ,fig4 #ajj4 ,delco ,ignition ,contact ,breaker and ,timer ,it is a very easy matter to check the resistance unit by observing its heating when the ignition button is out and the contacts in the distributor are closed4 ,if it is shorted out it will not heat up1 and will cause missing at low speeds4 ,a defective condenser such as will cause contact trouble will cause serious missing of the ignition4 ,therefore1 any of these troubles are comparatively easy to locate and should be immediately remedied4 ,these contacts should be so adjusted that when the fiber block ,b is on top of one of the lobes of the cam1 the contacts are opened the thickness of the gauge on the distributor wrench4 ,adjust contacts by turning contact screw ,c1 and lock nut ,n4 ,the contacts should be dressed with fine emery cloth so that they meet squarely across the entire face4 ,the rotor distributes the high tension current from the center of the distributor to the proper cylinder4 ,care must be taken to see that the distributor head is properly located1 otherwise the rotor brush will not be in contact with the terminal at the time the spark occurs4 ,the distributor head and rotor should be lubricated as described under the heading 8,lubrication40 ,the amount of ignition current required for different speeds is described under the heading 8,motoring the ,generator40 ,,chapter ,,xxvi ,,storage ,,battery ,,construction1 ,,operation ,,and ,,care ,the modern storage battery does not produce or generate electrical force4 ,it was designed to carry an extra supply of current in storage to operate lighting and starting systems1 and in most cases the current required for ignition is drawn from this supply4 ,illustration3 ,terminal ,post ,cell ,retainer ,case ,cell ,jar ,negative ,plate ,separator ,positive ,plate ,fig4 #aja4 ,storage ,battery1 ,sectional ,view ,a storage battery is also called an accumulator1 as it accumulates and retains a charge of electrical current for future use4 ,fig4 #aja illustrates a storage battery with a section of the cell retainer case removed to show the location of the cells1 their respective order1 terminal posts and connections4 ,a section of the cell jar1 has also been removed to show the core1 which consists of a set of positive and negative plates4 ,the positive plates are inserted between the negative plates and are held in this position through their respective connections to the positive and negative terminal posts4 ,the cell retainer-jars are made of zinc or rubber1 and contain an acid and water solution called electrolyte into which the core is entirely immersed4 ,the ,positive and ,negative ,plates4--,the plates are held from direct contact with each other by a wood or rubber separator4 ,these plates are formed with small sectional compartments called grids1 into which a lead compound in paste form is pressed4 ,the positive plates are made of lead oxide 7zinc71 and are dark gray in color1 while the negative plates are made of pure lead1 and are light gray in color4 ,cells4--,the cells are connected up in series1 that is1 the positive terminal post of one cell is connected to the negative terminal post of the next cell1 forming a direct path through the cell arrangement4 ,each cell will retain a two-volt pressure until fully discharged4 ,the voltage of a battery is determined by adding the number of two-volt cells that it contains4 ,amperage4--,the standard type of storage battery shown in ,fig4 #ajb is composed of three two-volt cells which form a six-volt unit of sixty ampere hours1 which means that a fully charged battery will deliver one ampere per hour for sixty hours4 ,this1 also1 is about the rate of amperage consumed by the modern battery ignition system4 ,electrolyte ,solution4--,the electrolyte solution is composed of a mixture of one part of sulphuric acid added to four to six parts of water4 ,this solution is poured into the cell through the filler cap1 until the plates are covered from one-fourth to one-half inch in depth as shown in ,fig4 #ajb4 ,care should always be exercised to keep the air vent in the filler cap free from grease and dirt in order that the gases formed through evaporation may escape4 ,battery ,charging4--,the cells are charged by passing a direct current through them1 which causes a chemical action to take place as the current flows in1 changing the nature of the positive and negative plates1 thereby retaining a current force equal to the difference of the changed nature of the plates4 ,the battery is entirely discharged when the plates become alike in nature4 ,illustration3 ,unscrew this ,cap ,fill up to this ,point ,,solution ,don't fill above this ,point ,,plate ,fig4 #ajb4 ,storage ,battery1 ,sectional ,view ,storage ,battery ,care and ,maintenance4--,regularly once every week during the summer1 and every two weeks during the winter1 add water to each of the three cells of the battery1 until the tops of the plates are covered4 ,use water only2 never add acid of any kind4 ,water for battery purposes should be distilled fresh rain or melted ice1 and must be free from alkali1 iron1 or other impurities4 ,the battery should be kept clean and free from dirt4 ,use only clean non-metallic vessels for handling and storing water for battery purposes4 ,the state of charge of a battery is indicated by the specific gravity or density of the solution4 ,fig4 #ajc shows a hydrometer syringe used for taking specific gravity readings4 ,the filler or vent plug in the top of the cell is removed and the rubber tube of the hydrometer syringe inserted into the cell so that the end of the tube is below the solution4 ,then squeeze the rubber bulb slowly1 drawing the solution into the acid chamber until the hydrometer floats4 ,illustration3 ,fig4 #ajc4 ,hydrometer ,syringe ,the reading on the graduator stem at the point where it emerges from the solution is the specific gravity or density of the solution4 ,fig4 #ajc shows an enlarged section of the hydrometer floating so that the reading of the graduated scale is #a4bhj at the point where it emerges from the solution4 ,this is the specific gravity or density of the solution4 ,after testing1 the solution must be returned to the cell from which it was taken4 ,never take specific gravity readings immediately after adding water to the cells4 ,the specific gravity readings are expressed in 8points10 thus the difference between #a4bge and #a4cjj is #be points4 ,when all the cells are in good condition the specific gravity will be approximately the same in all cells and the difference should not be greater than #be to #cj points4 ,with a fully charged battery the specific gravity of the solution will be from #a4bhj to #a4cjj4 ,specific gravity readings above #a4bjj indicates that the battery is more than half charged4 ,specific gravity readings below #a4bjj1 but above #a4aej indicates battery less than half charged4 ,gravity below #a4aej indicates battery discharged or run down4 ,should the gravity fall below #a4aej the gas motor should be given a long run with all lights turned off1 to restore the battery4 ,this condition may result from leaving a car standing for prolonged periods with all lights in use and insufficient running of the gas motor in between these periods to replace the current taken to supply the lights4 ,when the specific gravity shows the battery to be half discharged1 the lights should be used sparingly until the gravity rises to approximately #a4bge4 ,if the specific gravity in one cell is much lower than that of the others1 and if successive readings show the difference to be increasing1 this indicates that the cell is not in good order4 ,if one cell regularly requires more water than the others 7continually lowering the specific gravity71 a leaky jar is indicated4 ,leaky jars should be replaced immediately4 ,if there is no leak and the specific gravity falls #ej to #ge points below that of the other cells in the battery1 an internal short circuit is indicated and should be remedied4 ,battery to ,remain ,idle4--,where a battery is to remain out of active service for a long period1 it may be kept in good condition by giving it a freshening charge at least once a month1 by running the gas motor idle4 ,when a battery has been out of service for some time it should be given a thorough charge before it is placed in service again4 ,if the gas motor cannot be run to give a freshening charge1 the battery should be taken from the car and placed at a garage1 which makes a business of charging storage batteries4 ,it can be charged at least once a month4 ,this charge should be #d and to #e amperes for twenty-four hours4 ,battery ,freezing4--,in order to avoid freezing1 a battery should be kept in a fully charged condition1 as a fully charged battery will not freeze except at extreme temperatures4 ,as a battery discharges the specific gravity of the solution decreases1 and the specific gravity of a fully discharged battery will be approximately #a4abj4 ,batteries of this low gravity will freeze at #bj ,f4 above zero1 whereas1 the density of the solution in a battery approximately three-quarters charged will be #a4bfj1 and a solution of this density will not freeze until #fj ,f4 below zero4 ,see ,accumulator4 ,chapter #ad1 ,electrical ,dictionary--,function and ,chemical ,action4 ,,chapter ,,xxvii ,,spark ,,plugs ,,and ,,care ,some definite knowledge of spark plug construction quality1 and care1 will be found very useful to the average motorist in purchasing new plugs1 and keeping those in present use1 in good condition4 ,a good plug properly constructed should outlast the life of the motor4 ,when purchasing new plugs1 first examine the old plug and get one of the same length4 ,this is very important as spark plugs are made in as many different lengths as required by high and low compression motors4 ,high compression motors have a small low walled combustion chamber1 while low compression motors usually have a spacious high wall chamber and require a longer plug1 whereas if the long plug is used in the high compression motor it may be put out of commission by the ascending piston4 ,next determine the size of the plug and the gauge of the thread4 ,the majority of motors use the inch plug1 with the ,s4 ,a4 ,e4 thread1 while a few still use the ,a4 ,l4 ,a4 ,m4 thread which is much finer gauged4 ,another point to be remembered is that it is an unwise expenditure to purchase cheap plugs because the intense heat and pressure that they are subjected to and required to stand1 demands that they be made of the highest quality of material and workmanship4 ,illustration3 ,fig4 #ajd4 ,spark ,plug ,fig4 #ajd shows the sectional construction of a spark plug costing from one dollar to one dollar and fifty cents4 ,no4 #a1 the terminal1 is designed to fit all connections4 ,no4 #b nut which holds electroids firmly in place4 ,no4 #c represents round edged shoulders which prevent the plug from short circuiting on the outside4 ,no4 #d is a heavy electroid which will not break or burn4 ,no4 #e is an extra heavy insulator which insures a good spark in case the outer porcelain insulator becomes broken or cracked4 ,no4 #f is a bushing which holds the insulator firmly in place from the top4 ,no4 #g is a high compression washer which allows for upward expansion and makes an even seat for the bushing which holds the insulator in position4 ,no4 #h is a massive porcelain insulator designed to withstand a high temperature without cracking4 ,no4 #i is a copper asbestos washer that allows for the downward expansion of the insulator4 ,no4 #aj is the shell casting which holds and protects the insulator4 ,no4 #aa are rounded corners which will allow the plug to be screwed down flush without coming into contact with the curved walls of the cup containers4 ,no4 #ab is a high compression washer which prevents all leakage4 ,no4 #ac shows elastic cement which strengthens the lower construction of the insulator and prevents the compression from escaping through the center of the insulator4 ,no4 #ad is a hardened polished steel tipped electroid4 ,no4 #ae is a bent polished steel electroid dipped on each side of the spark in order to prevent oil from running down from the shell casting and closing the spark gap4 ,no4 #af represents an extended center electroid which prevents any oil that may have lodged on it from stopping at the spark gap4 ,spark ,plug ,cleaning4--,to insure a smooth running motor and a good spark1 the spark plugs should be cleaned at thirty day intervals4 ,it is not always necessary to disassemble them at this time as the carbon usually collects and bakes on the metal casting shell and can be removed by running a thin knife blade or finger nail file around the inner surface4 ,however1 when the insulator becomes pitted or carbon burnt the plug should be disassembled and the insulator wiped clean with a cloth dampened in kerosene4 ,never immerse the insulator in kerosene1 as this will loosen the cement around the center electroid and cause the plug to leak compression4 ,the shell may be immersed4 ,it is then wiped dry and the inside surfaces scraped or rubbed with a piece of sand or emery paper to dislodge the carbon pits4 ,after all parts have been thoroughly dried the plug is reassembled1 using new washers4 ,,chapter ,,xxviii ,,clutch ,,construction1 ,,type ,,and ,,care ,the clutch used in automobile construction of the present day becomes a necessary part of the equipment upon the adoption by manufacturers of the progressive and selective types of sliding gear transmissions4 ,when the engine is started the clutch is 8in10 that is1 in contact with the flywheel1 and all parts of the clutch revolve with it at the same speed4 ,the shaft on which the clutch is mounted extends into the transmission gear case1 but as the transmission gears are in a neutral position1 the movement of the car is not affected4 ,when the car is to be started the clutch foot pedal 7usually on the left side of the steering column7 is pressed down4 ,this throws the part attached to the drive shaft out of contact with the part attached to the flywheel1 and in its backward movement it comes into contact with the clutch brake1 as shown in ,fig4 #aje1 which stops it from revolving4 ,the hand gear control lever is shifted into the first speed slot or position4 ,the pressure on the foot pedal is then gradually released and the clutch is carried in by spring tension1 and the car moves off at first speed4 ,second ,speed4--,the clutch is thrown 8out0 after a brief lapse of three to five seconds has been allowed for the brake to slow up rotation in order that the gears to be meshed will be rotating at the same speed4 ,the hand control lever is now shifted into the second speed slot1 and the clutch pedals released4 ,high ,speed or ,direct ,drive4--,the clutch is thrown out and a few seconds allowed for it to slow up4 ,the hand control lever is shifted into the high speed slot1 which connects the drive or propeller shaft directly to the clutch shaft and the car is driven at crank shaft speed when the clutch is let in4 ,reverse4--,the clutch is employed in the same manner4 ,however1 the motion of the car1 the clutch and all gears must be at a stand still before the gear control lever is shifted to the reverse speed slot1 as the gears in the transmission operate in the opposite direction4 ,illustration3 ,fig4 #aje4 ,cone ,clutch and ,brake ,,operation ,a clutch always consists of two parts1 one part which is attached to the flywheel1 and another part which operates on or against the part formed by the flywheel4 ,while there are five to seven different types of clutches1 but two types are used by the majority of automobile manufacturers4 ,the single or multiple disc clutch is used almost exclusively in unit power plant construction1 while the cone type is used when the transmission is carried in a separate unit4 ,fig4 #aje shows the cone clutch with its three adjusting springs and clutch brake4 ,the cone is shown in a lighter color than the flywheel4 ,it has a funnel-shaped surface with a slant or angle of from thirty to thirty-eight degrees4 ,the slanted surface is faced with leather and fits into the rim of the flywheel which has been ground to the same slant4 ,the cone clutch is not attached to the flywheel but forms a part and revolves with it when the faces are in contact4 ,the cone is carried on a separate short shaft which extends into the transmission case4 ,this shaft carries a steel plate or disc at the front end to which the cone which slides on the shaft is anchored by studs extending from the plate through the cone4 ,the studs usually number three or four and carry a two to three inch spring on the outer end back of the cone4 ,the cone is backed out of contact with the flywheel face1 against the tension of these springs1 in a toggle leverage connected to the foot pedal4 ,the clutch brake shown in ,fig4 #aje is adjustable and makes contact with the rim of the cone retarding the rotation when the cone is drawn out of contact with the flywheel4 ,cone ,clutch ,care4--,the leather face of the cone should receive #e to #g drops of ,neat's foot oil every thirty days4 ,a grease cup will be found on the cone which provides lubrication for the shaft on which the cone slides4 ,this should be given a half turn every second day4 ,cone ,clutch ,adjustment4--,the three studs extending through the cone1 have a lock nut adjustment on the outer end1 and the cone may be adjusted up to make a stronger face contact by loosening the lock nut and turning the inner nut to the right4 ,this strengthens the spring tension and causes the contact faces to set more firmly4 ,this adjustment1 however1 should take place only when clutch slipping is noted4 ,only a little movement of the nuts is necessary1 and all three or four nuts should be taken up a like amount in order to prevent the cone from running out of line or making uneven contact4 ,fig4 #ajf shows the multiple disc clutch used almost exclusively in connection with the unit power plant4 ,this type of clutch consists of a set of plates attached and driven by the flywheel1 and another set of plates or thin discs attached to the drive shaft4 ,the drive shaft plates operate between the flywheel plates4 ,the contact is frictional and the plates are held together by spring tension4 ,illustration3 ,fig4 #ajf4 ,multi-,disc ,unit ,power ,plant1 ,clutch and ,transmission ,,borg ,,and ,,beck ,,clutch ,the new ,borg and ,beck ,clutch is provided with a thrust bearing at the inner end of the clutch sleeve1 which does away with the friction between the parts1 and eliminates the need of a clutch brake4 ,the clutch is mounted in the customary way in a housing which contains both the flywheel and the clutch4 ,illustration3 ,fig4 #ajg4 ,borg and ,beck ,clutch ,referring to the sectional view1 ,fig4 #ajg1 the action of the clutch is clear if it is kept in mind that among the rotatable parts only the driven group1 comprising of the disk ,a and the shaft ,b1 can stand still when the flywheel is running4 ,all the other rotatable parts are anchored to the flywheel1 and must revolve and drive with the latter4 ,the clutch brake was formerly mounted at the inner end of the clutch shaft1 and has been replaced by the thrust bearing shown at ,c4 ,when the clutch is disengaged there is no friction between the shaft ,b1 and the throw out sleeve ,d4 ,the thrust bearing takes the rotating drag of the clutch shaft1 thereby eliminating the necessity for a brake to check the spinning action4 ,the friction and power action is readily understood as1 when the clutch is thrown in1 all the rotating parts are friction locked into a single combination and revolve as one with the flywheel4 ,the power of the release clutch spring ,e1 acting through the throwout-collar ,f1 and the bell crank pivot ,g1 drives the thrust shoes outwardly with a lever wedge toggle combination of powers against the overhanging1 inward beveled face to the thrust ring ,h1 since the parts on which they are mounted are backed against the cover wall or rigid end of the clutch casing4 ,it therefore follows that the full part shafting effect of the thrust is communicated to the thrust ring ,h1 and the latter1 in being driven hard toward the flywheel1 sets up between itself and the inner casing wall a friction grip sufficiently powerful to stop the slippage of the asbestos rings upon the polished faces of the discs1 thus giving the drive to the car4 ,when the pedal is depressed to release the clutch1 the retracing parts telescope the coil of the spring ,e1 until it occupies nearly a single plane4 ,the withdrawing parts also release the clutch shoes a sufficient distance from the face of the thrust ring ,h to permit the latter1 together with its companion friction ring1 to back away from the disc1 thus breaking the friction grip and permitting it to come to a stop1 while the flywheel and the parts of the clutch anchored to it are left free to revolve idly4 ,the release disc ,a is so light that its spinning does not continue except for a very short time and does not offer any clashing action on the gears4 ,the full thrust of the spring transmitted through the powerful lever toggle action to the friction grip parts is always sufficient to lock the driving flywheel parts1 and the driven disc1 into a fixed nonslipping relation for a full driving action2 but it is still always within control of the driver1 through the foot lever1 to let the clutch into engagement by degrees1 and thus by a gradual increase of the friction grip1 gradually overcome the starting slippage4 ,adjustments4--,taking up adjustments are provided by means of bolts acting through adjustment slots in the cover4 ,when the bolts are loosened and shifted in their cover slots1 they control and shift with them an adjustment ring which brings all the shoes to new seats against the nonslipping thrust ring and these seats being farther up the inclines of the tapered ring1 the ring is necessarily thrust much farther toward the other friction parts1 thus compensating the wear4 ,the adjustment for throw-out can be controlled by taking up the friction grip adjustment1 the latter being identical with the take up adjustment just described1 as these too are taken care of by the same mechanical means to make the adjustment on the clutch4 ,disc ,clutch ,cleaning2 ,dry ,plate4--,dry plate clutches do not require any oil1 except that the grease cups 7which provide lubrication for the sleeve shaft and bearings7 be filled weekly and given a half turn every second day4 ,the housing and plates should be cleaned whenever slipping becomes noticeable4 ,to do this remove the cover from the housing1 and the drain plug from the bottom1 hold the clutch out1 and squirt kerosene over the plates with a dope gun4 ,this will remove the grease from the plates1 and also any dirt or grit that may have lodged in the bottom of the housing4 ,disc ,clutch ,cleaning2 ,wet ,plate4--,the wet plate clutch is cleaned in the same manner as the dry plate1 except that the plug is first removed from the bottom of the housing and the oil drained off before using the kerosene4 ,after the plates and housing have been cleaned1 replace the drain plug and fill the housing up to the clutch shaft with a heavy cylinder oil4 ,,cone ,,clutch ,,cleaning ,cone clutches are always in perfect condition when leaving the factory and should not require any further attention during the first season or for eight to ten thousand miles of service4 ,after that it is usually necessary to replace the leather1 or reline the cone1 which makes it as good and as serviceable as when it was new4 ,new ,clutch ,leathers4--,new clutch leathers may be obtained from the manufacturer1 or from the service station1 by giving the number and model of the car4 ,new clutch leathers obtained in this way are cut1 shaped1 and have the ends cemented1 and are ready to be slipped on or off1 over the cone and riveted into place4 ,however1 the leather must first be soaked in water or ,neat's foot oil to make it soft and pliable4 ,this allows it to be driven or stretched over the cone4 ,the rivets must be counter-sunk to prevent the heads from extending above the top surface of the leather1 which would cause the clutch to 8grab0 or jerk upon being engaged4 ,illustration3 ,fig4 #ajh4 ,cone ,clutch ,leathers--,pattern--,cutting ,measuring and ,cutting ,clutch ,leathers4--,whenever possible it is advisable to purchase clutch leathers cut and cemented1 ready to put on4 ,but in case of emergency or when the proper size cannot be obtained1 a new leather may be cut from a piece of leather three-sixteenth of an inch in thickness using the old leather as a pattern4 ,but in case the old leather is not available to serve as a pattern1 proceed in the following manner which is illustrated in ,fig4 #ajh1 which shows how to make an exact pattern out of paper without going into technicalities4 ,take a piece of heavy wrapping paper1 forty or fifty inches long and twenty inches wide1 lay the cone on the left hand edge about one inch from the bottom of the sheet1 roll the cone keeping the paper flat on the face until the starting edge meets the sheet1 hold the wrapped cone and draw a line around the inside of the paper1 letting the pencil rest against the edge of the large diameter of the cone2 repeat at the small end of the cone1 then draw a line parallel to the starting edge where it meets the sheet4 ,this will give you a pattern similar to that shown with the dotted lines in ,fig4 #ajh4 ,now secure a piece of unstretchable leather 7belting is preferable74 ,this belting or leather should be slightly longer than the pattern you have just completed and sufficiently wide to embrace the curve2 about twelve to fifteen inches wide for the average clutch will be sufficient1 and about three-sixteenths of an inch thick4 ,cut out the paper pattern and lay it on the leather belting as shown in ,fig4 #ajh1 and cut out with a sharp knife1 leaving one-half inch over at each end as a safety measure and for mitering the joints4 ,fit this leather to the cone and cut the ends the exact size1 miter the ends and cement with a good leather cement4 ,be sure that you have the rough or flesh side of the new facing on the outside2 rivet it firmly in place and smooth down the rough spots with a piece of coarse sand paper1 clean off all dirt1 grease1 and grit1 especially the grit from the sand paper1 as this will grind and score the smooth surface of the flywheel and cause clutch slipping4 ,paint the leather with ,neat's foot oil and the clutch is ready to be assembled and adjusted4 ,cone ,clutch ,cleaning4--,cone clutches usually do not require any special care or cleaning unless oil or grease1 other than 7,neat's foot or castor7 are applied accidentally or by mistake to the leather face4 ,if this happens the grease must be thoroughly cleaned off of the leather face with kerosene or gasoline otherwise the clutch will not hold4 ,after the clutch leather has been washed allow it to dry for twenty minutes and apply a thin coat of ,neat's foot oil evenly on the leather face before reassembling the clutch4 ,,chapter ,,xxix ,,transmissions1 ,,types1 ,,operation ,,and ,,care ,transmission came into use with the application or adoption of the internal combustion engine as a factor in motor car propulsion4 ,as this type of engine develops its power by a rapid succession of explosions in the combustion chambers1 each explosion delivers an impulse or power stroke to the piston1 which in turn sets the crank shaft and flywheel to revolving4 ,the momentum gathered by the crank shaft and flywheel may therefore be termed the power for duty1 or in other words1 unless there is momentum or carrying motion at this point1 there will be little or no power for duty4 ,this brings us up to a point where it is easy to see that a rapid series of explosions are necessary to gain carrying momentum or power to move a dead weight load4 ,as this motional power could not be applied to the load without serious damage to the gears and bearings1 it was necessary to invent a device to gradually transmit or apply the power to the movable load by graduating the leverage4 ,this resulted in the development of the automobile transmission4 ,the natural way of doing this at first seemed to be by applying the power to the load by frictional slippage4 ,many ingenious devices of this sort were tried out without much success until the driving and driven disc type made its appearance4 ,fig4 #aji shows the driving and driven disc type of friction transmission4 ,this type of transmission is not being used by any of the present day manufacturers of automobiles1 but may still be found on some of the three and four-year-old models still in operation4 ,a1 the drive shaft1 is squared and slides backward a distance of three inches through a squared sleeve extending from the hub of the flywheel4 ,the action of this shaft is controlled by a leverage arrangement to a foot pedal4 ,b1 the steel plate driving disc1 is attached to the end of shaft ,a1 and drives ,c1 when held back against it by pressure on the foot pedal4 ,disc ,c can be slid in any position on the jack or cross shaft ,d1 and is controlled by a leverage arrangement connected to a hand lever4 ,the various speeds are obtained by sliding disc ,c into different positions and contacts on the left side of disc ,b4 ,reverse speeds are obtained by sliding disc ,c over center where it forms contact on the right side of ,b and is driven in an opposite direction4 ,illustration3 ,fig4 #aji4 ,friction ,transmission ,the ,planetary ,type of ,transmission4--,the planetary type of transmission made its appearance along about the same time as the friction type4 ,the power is transmitted to the load through a set of reduction gears arranged in a drum4 ,a king gear on the engine shaft operates a set of small gears in the drum4 ,these small gears reduce the leverage speed and transmit the power to the drive shaft1 a band similar to that used on brakes is fitted to the face of the drum4 ,when this drum containing the reduction gears is not in use it turns at crank shaft speed4 ,the speed is used by pressing a foot pedal which tightens the brake band and holds the drum stationary1 thereby forcing the smaller gears into action4 ,planetary transmissions are shown and fully explained in a later chapter4 7,see ,model ,t ,ford ,supplement47 ,the ,sliding ,gear ,transmission4--,this type of transmission has proved very successful1 and is used by #ih per cent of the present day automobile manufacturers4 ,this type of transmission made its first appearance with a progressive gear shift1 that is1 it was necessary to proceed through one speed or set of gears to engage the next4 ,this arrangement caused considerable confusion at times1 as it was necessary to reshift the gears back through these speeds to attain neutral1 when the car was brought to a stand still4 ,illustration3 ,neutral #bnd4 ,rev4 ,rev4 #bnd4 ,neut4 #ast4 #crd4 #crd4 #ast4 ,ball-and-,socket ,shift ,h or ,gate ,type ,gear ,shift ,fig4 #aaj4 ,selective ,type of ,gear ,shifts ,illustration3 ,fig4 #aaa4 ,sliding ,gear ,transmission--,sectional ,view ,the control lever operated on a straight forward and backward direction on a quadrant1 having a notch for each speed change4 ,this gear shifting arrangement has also been abandoned by manufacturers in favor of the selective gear shift which is arranged so that the driver may choose any speed at will4 ,fig4 #aaj shows the control lever which operates in a frame resembling the block letter ,h and the ball and socket shift which operates in the same manner4 ,fig4 #aaa shows the complete assembly of the selective sliding gear transmission4 ,the sliding gears are arranged on a separate core and are operated by an individual throw fork1 which seats in a groove on the shoulder of the gear4 ,low and reverse are always opposite each other on the same core4 ,high and intermediate are located on another core1 and are controlled by another individual shifting fork4 ,the gear box arrangement 7,fig4 ,a7 shows the cast gear box which contains the gears1 shafts1 and bearings1 and a roomy compartment below the gears in which grease is carried1 as the gears in this type of transmission always operate in an oil bath which prevents excessive wear and causes them to operate noiselessly4 ,fig4 ,b1 the gear case cover1 contains the slotted sliding shafts1 to which the gear in shifting forks are attached4 ,fig4 ,c shows the arrangement of the gears in the case and explains their operation4 ,gear ,no4 #a is attached to the extreme end of the engine shaft1 and is continually engaged with gear ,no4 #d1 which causes the counter shaft ,no4 #aa1 containing the stationery gears1 to revolve whenever the engine shaft ,no4 #i is in operation4 ,the drive shaft ,no4 #h does not run straight through and connect with ,no4 #i1 the engine shaft1 but ends and takes its bearing in the core of gear ,no4 #a4 ,consequently1 when the gears on the drive shaft are slid into mesh with the gears on the counter shaft1 variable speeds are attained4 ,low speed is obtained by sliding gear ,no4 #c into mesh with gear ,no4 #f2 second or intermediate is obtained by meshing gears ,no4 #b and gear ,no4 #e4 ,high1 or engine speed1 is obtained by sliding gear ,no4 #b which is cored and shouldered over the end of gear ,no4 #a1 making a direct connection of the drive shaft ,no4 #h1 and the engine shaft ,no4 #i1 at this point4 ,reverse is obtained by meshing gear ,no4 #c on the drive shaft with gear ,no4 #aj1 which is an extra or idle gear mounted on a stub shaft on the rear of the gear case4 ,idle gear ,no4 #aj is always in mesh with gear ,no4 #g1 on the counter shaft4 ,functional operation engine shafts always turn to the right or clockwise1 which causes the counter shaft to turn to the left or anti-clockwise4 ,this causes the drive shaft to turn to the right when low or intermediate speed gears are engaged1 driving the car forward4 ,reverse1 is obtained by the use of an extra gear in this way4 ,counter shaft turning to the left turns idle gear to the right1 and this gear turning to the right1 turns gear on the drive shaft to the left1 and causes the car to be driven in a backward direction4 ,in the unit power plant shown in ,fig4 #aab1 the operation and gear shifting are identical with that of the separate gear case4 ,the crank case of the motor is either extended or another case attached to the motor which has a compartment arranged to contain the clutch and transmission gears4 ,this arrangement results in compactness1 and does away with the supports required to carry the transmission separately4 ,transmission ,care4--,the transmission should be thoroughly cleaned and refilled with fresh grease or heavy oil once in every thousand miles that the car is driven to prevent excessive wear and much noise4 ,to clean1 remove the plug at the bottom of the case1 and the cover from the top4 ,after the old oil has drained out1 replace the plug1 fill the case half full of kerosene1 replace the cover1 and let the motor run for a few minutes with the gears in neutral4 ,drain the kerosene off1 and wash the case and gears off with a paint brush which has been dipped into fresh kerosene4 ,then examine the gears for blunt burrs and the bearings for looseness4 ,if the gears are burred or chipped1 file1 or grind them down to level4 ,if the bearings are loose they will have to be replaced1 as the bearings used to carry both the counter and drive shaft are seldom provided with means of adjusting4 ,these bearings1 however1 will not show wear for years if properly cared for4 ,next1 see that the gear case is free from grit and filings1 replace the drain plug1 and fill the gear case to within one half inch from the drive or propeller shaft with a light graphite grease or heavy oil1 and replace the cover using a new gasket4 ,illustration3 ,fig4 #aab4 ,clutch and ,transmission ,assembly--,unit ,power ,plant ,,chapter ,,xxx ,,universal ,,joints ,illustration3 ,oil ,plugs ,slip ,joint ,oil-tight ,washer ,oil ,plugs ,slip ,joint ,oil-tight ,washer ,fig4 #aac4 ,slip ,joint and ,universal ,universal joints were designed to transmit power from one shaft to another at constantly changing angles4 ,an automobile engine cannot be hung at the low level required to allow straight line drive1 as it would have to be carried from six to eight inches lower than it is in present construction1 and this would allow very little road clearance if any4 ,and as the rear axle receives the power transmitted to it at a constantly changing level due to torque and spring action1 it is necessary to have a flexible coupling on the propeller shaft between the engine and the rear axle to prevent the gears and bearings from being damaged from distortion4 ,universal joints are made of the best steel or bronze1 do not require any adjusting1 and will outlast the life of a car1 providing they are not driven at too great an angle1 and are kept well lubricated4 ,a metal shell or leather boot is fitted to the joint to carry and provide constant lubrication4 ,this boot or container should be kept well-packed with a heavy oil1 7#fjj-,w steam oil1 ,whitemore's compound or a light graphite grease74 ,illustration3 ,no #cjja ,no #cjjd ,no #cjjc ,no #cjjb ,no #cjjf ,no #cjjg ,no #cjjh ,no #cjje ,no #cjji ,no #cjaj ,no #cjaa ,fig4 #aad4 ,universal-,joint ,construction ,diagram ,remove the oil plug every thirty days and pack the housing4 ,use a dope or oil gun to force in the lubricant4 ,the housing should be subjected to regular inspections quite frequently as the lubricant often escapes from the end boot due to distortion and wear4 ,fig4 #aac shows the rigid construction of a heavy duty universal joint and slip joint4 ,the ends of the shafts are yoked and fitted to a swivel cross block2 the leather boot follows the angle of the shaft and makes the housing oil tight4 ,fig4 #aad shows a sectional view of the 8,standard0 universal joint1 manufactured by the ,universal ,machine ,co41 of ,bowling ,green1 ,ohio4 ,the left-hand cut shows the forward section and tapered shaft seat4 ,this joint gives a combined universal action and slip on a two inch square4 ,all points are concentric and always in balance4 ,the bearings are provided with grooves and holes for lubrication4 ,a metal and leather boot is also provided for protection1 and as a grease retainer4 ,and owing to the flange type there are but four bolts to remove in order to disassemble this joint4 ,the names of the various parts are given according to corresponding numbers4 #cjja--;,flange #cjjc--;,adapter for same #cjjb--,socket #cjjf--;,bronze caps #cjjg--,trunion head #cjjh--,metal boot #cjji--,leather boot #cjaj-aa--;,boot clamps #cjjd--,oil plug #cjje--;,bolts ,,chapter ,,xxxi ,,the ,,differential ,,gear ,differential gears were designed to allow for equalization of the power strain transmitted to the rear axles4 ,the rotary movement is transmitted to the axles joining the wheels by a bevel gear1 which if simple would drive both wheels at the same speed4 ,this is satisfactory on the 8straight ahead0 drive1 but it is clear that in turning a corner the car is describing a portion of a circle1 and the inner wheel having a smaller circumference to traverse1 must go at less speed than the outer4 ,the differential gear was devised to allow for this difference in power stresses4 ,illustration3 ,fig4 #aae4 ,differential ,action ,diagram ,it is perhaps the functional action more than the simple mechanism that one finds the most confusion about4 ,the diagram given in ,fig4 #aae shows how the functional action is mechanically carried out4 ,in the first place1 each wheel1 ,w1 is fixed firmly to an independent axle turned by pinions1 ,d and ,e4 ,these pinions are connected by another1 ,c4 ,now if ,d turns1 ,e will rotate in the opposite direction due to the action of ,c4 ,if ,d and ,e are rotating in the same direction at the same speed1 ,c will merely lock with them and not rotate4 ,if now1 ,d accelerates slightly1 ,c will turn1 slowly retarding ,e1 while if ,e accelerates1 ,c will turn slowly in the opposite direction retarding ,d4 ,this is precisely what is required in turning a corner4 ,now fix these in a box1 driven as a whole by the bevel or ring gear ,b driven by the driving pinion gear ,a4 ,when the car is on the straight ahead drive ,d1 ,c1 ,e are locked4 ,c does not rotate and the three act as a single axle4 ,as the car turns1 ,c turns slowly1 acted upon by the outer wheel1 and gives the differential action4 ,the ,worm ,gear ,drive4--,the worm gear drive differential action is practically the same as the bevel gear action1 the only difference being that there is a worm gear on the end of the drive shaft which engages with a helical toothed gear1 which takes the place of the bevel gear ,b4 ,illustration3 ,fig4 #aaf4 ,differential ,assembly ,fig4 #aaf shows the differential gear assembly which is carried by a set of bearings4 ,these bearings are held in place by a set of shoulders1 or retainers which are built into the housing on each side of the differential assembly4 ,these bearings may be of either the radial1 roller1 or ball type4 ,however1 when the ball or roller bearing is used for carrying the differential1 an end thrust bearing must be used in conjunction to take the end thrust and for adjusting purposes4 ,the differential assembly shown is known as the bevel gear and pinion drive4 ,the pinion gear is keyed to the tapered end of the drive shaft and usually does not carry an adjustment4 ,the bevel gear mesh adjustment is made by setting the bearing supporting the differential assembly backward or forward4 ,this adjustment1 however1 applies mostly to the full floating axle1 as the axle shaft in this case usually has a square end which slides into the small bevel gear of the differential4 ,the shaft used in this type of axle may be drawn out through the wheel and replaced without disassembling the axle or removing the weight from the wheels4 ,illustration3 ,fig #aag4 ,differential ,adjusting ,points ,when the ,hotchkiss drive is employed in combination with the semi-floating or three-quarters floating axle1 three adjusting points will be found4 ,fig4 #aag shows the three points at which adjustments are made4 ,the short drive shaft carries the pinion gear at the rear end1 and a universal joint at the front end is supported by a set of radial bearings inside of the front and rear ends of the housing4 ,the adjustment on this shaft is made by turning the notched cone ,a#a to the right1 which pushes the bearings farther upon the bearing cones and reduces the looseness4 ,after the short shaft has been properly adjusted1 remove the lugs ,b1 which fit into the notches of the adjustment nuts1 ,a#b and ,a#c1 and turn ,a#b to the left to loosen1 now turn ,a#c to the right until the bevel gear is meshing properly with pinion gear1 then replace the lugs1 ,b1 to hold the adjustment4 ,it is only necessary to make this adjustment when play occurs from natural wear1 which will happen probably once in every five to seven thousand miles4 ,illustration3 ,,case ,,cam ,,cam ,,fulcrum ,,pin ,,pawl ,,pawl ,,block ,,lug ,,retaining ,,plate ,,ratchet ,,ring ,fig4 #aah4 ,allen ,gearless ,differential ,fig4 #aah shows a cross-section of the ,allen gearless differential4 ,the main gearing is bolted to the casing4 ,the wheel shafts are splined to ratchet rings4 ,the two lugs of the pawl block are secured in slots in the casing so that the block turns with it4 ,eight pawls on the pawl block drive1 the ratchet rings two on each side operate for forward1 and two on each side for reverse4 ,the pawls permit either ratchet ring to overrun them and move freely in the direction of motion1 so long as it is moving faster than the pawl block4 ,the lugs of the pawl block have a little motion1 about 1 in the slots1 so that the casing moves this distance before engaging them for forward or reverse motion4 ,this operates the rocking cams by their heads inserted in slots in right angles to the lugs1 having the effect of pressing on and disengaging the forward or reverse pawls according to the direction of the motion4 ,when the car is running by its momentum with the clutch out1 the action is reversed and the ratchet rings drive the casing and driving gear through the pawl block4 ,the adjustment given above also applies to the setting of the ,allen differential4 ,lubrication4--,see ,chapter on ,axles4 ,,chapter ,,xxxii ,,axle ,,types1 ,,operation ,,and ,,care ,two types of rear axles are being used by the manufacturers of automobiles--the live axle1 and the dead axle4 ,the live axle which carries the weight of the load and transmits the power of rotation to the wheels1 is built in two distinct designs called the semi-floating axle1 and the full-floating axle4 ,the semi-floating design is used extensively in manufacturing cars of light weight1 while the full-floating design is favored more by the manufacturers of cars of medium and heavy weight4 ,both designs give equally satisfactory results4 ,the dead axle carries the weight of the car and load in much the same manner as a horse drawn vehicle4 ,the power is conveyed to the loose wheels on the axle1 by means of a chain which operates on a sprocket attached to the hub of the wheel1 or by an internal gear drive arranged and housed in the brake drums4 ,the ,semi-floating ,axle4--,in the semi-floating design of axle1 the axle shaft carries the weight and transmits the rotation power to the wheel1 which is keyed and locked to the outer end4 ,the axle shaft is provided with a bearing at each end which operates on the inside of a closely fitted housing4 ,the inside end of each axle shaft is bolted directly to the differential4 ,the housing is split or divided into two halves1 and bolts together in the center over the differential4 ,this design of axle gives excellent service1 but has one disadvantage in that it is somewhat difficult to disassemble1 as the rear system must be disconnected from the car to take the housing apart4 ,fig4 #aai shows a part sectional view of a semi-floating axle used by the ,detroit ,taxicab ,co4 ,the wide series of ,s4 ,k4 ,f4 ball bearings used on this axle are self aligning1 which prevents any binding action from shaft deflection4 ,illustration3 ,fig4 #aai4 ,semi-,floating ,rear ,axle ,the ,full-floating ,axle4--,the full-floating design of axle serves the same functional purpose as the semi-floating design1 but is constructed differently and operates on a widely different plan4 ,in the full-floating design of axle1 the axle shaft does not support any of the weight of the car or load1 but serves simply as a member to transmit the power rotation to the wheels4 ,the wheels are mounted on separate bearings1 which operate on the outside of the outer end of the housing4 ,the inner ends of the axle shafts are squared1 or splined and slide into slots or seats in the differential gears4 ,the differential assembly is in a separate unit1 and is floated on bearings held by retainers extending from the forward end of the large ball-shaped center of the housing4 ,the outer end of the axle shaft extends through the hub of the wheel1 and has an umbrella-shaped plate on the end which bolts to the outside face of the wheel1 as shown in ,fig4 #abj1 thus transmitting the power directly to the outside of the wheel1 without the axle shaft taking any bearing4 ,the axle shaft may be drawn out through the wheel1 by removing the nuts which secure the umbrella plate1 without removing the weight of the car from the wheels4 ,the differential unit can also be removed without disassembling the housing1 by removing a large cover plate from the center of the housing4 ,fig4 #aba shows a typical full-floating axle1 with a spiral bevel gear drive4 ,the wheels in this case are mounted on a set of double series radial and thrust ball-bearings4 ,the ,hotchkiss type of short shaft final drive is carried in the forward extended part of the housing4 ,illustration3 ,fig4 #abj4 ,full-,floating ,axle--,wheel-,end ,arrangement ,illustration3 ,fig4 #aba4 ,full-,floating ,axle ,two types of front axles are used by the manufacturers of automobiles4 ,the ,i-beam type1 which is a one piece drop forging1 and the tubular or hollow type1 which is round and has the yoke fitted into the ends4 ,both types operate on the same principle and plan1 the only distinction between the types is that one type has the ,i-beam cross member and the other type has a pipe or tubular cross member4 ,illustration3 ,fig4 #abb4 ,steering ,knuckle and ,front ,axle ,parts ,the front axle consists of an ,i-beam or tubular cross member1 which is yoked at each end as shown at ,a1 in ,fig4 #abb4 ,a steering knuckle ,b is held between the ends of the yoke by ,c1 a king pin1 which allows the knuckle to swing in a half circle4 ,d1 the spindle or short axle1 is provided with a set of radial thrust bearings4 ,the wheel is adjusted snugly to the bearings ,e by a castillated nut ,f4 ,the adjustment is held by a cotter pin which extends through the spindle and head of the nut ,f4 ,a short arm extends backward from each steering knuckle1 shown at ,g1 in ,fig4 #abb1 and are connected together by an adjustable tie or spread rod shown at ,h4 ,a half circle ball arm extends from the knuckle and circles over the axle4 ,a rod or drag link forms the connection between the ball arm and the steering arm of the steering gear4 ,fig4 #abc shows the location of the parts assembled on a typical drop forged ,i-beam front axle4 ,a section of the hub has been removed to show the location of the double row radial end thrust ball bearings4 ,this type of bearing is becoming very popular for automobile uses4 ,adjustments of the ,semi-floating ,type of ,axle4--,the short shaft carried in the forward part of the housing has a center nut adjustment between the universal joint and the pinion gear2 moving this notched nut to the right facing the rear axle draws the shaft backward and meshes the teeth of the pinion gear deeper with the teeth of the ring gear4 ,after this adjustment is made1 examine the teeth for even mesh2 it may be necessary to shift the differential unit to secure an even bearing4 7,see chapter on differential gears for detailed instructions in regard to differential adjusting47 ,illustration3 ,fig4 #abc4 ,i-,beam ,front ,axle ,adjustments on the ,full-floating ,axle4--,the adjustments on the full-floating axle are usually made by shifting the differential unit1 although a pinion gear adjustment is usually provided as described above4 ,care4--,the housing of both the semi-floating and the full-floating axle should receive a fresh supply of medium fiber or graphite grease every thousand miles4 ,to grease1 remove the plug on the large part of the housing and force in grease with a dope gun until it begins to bulge out of the hole4 ,wash out the housing every five thousand miles1 and replace the lubricant1 as small metallic particles are worn off the gear teeth and this grit1 which is destructive to the gears and bearings1 mixes with the grease making it necessary to remove it that often4 ,a grease cup will be found located at the outer end of each half of the axle housing1 which supplies the lubricant for the outer bearing4 ,this grease cup should be filled weekly with a medium cup grease and given a half turn each day4 ,care of ,front ,axle4--,pack the space between the bearings in the hub of the wheel every thousand miles4 ,use a heavy cup grease4 ,the king bolts which hold the steering knuckles between the ends of the yokes are hollow and carry a grease cup on the head1 which forces the grease out through finely perforated holes1 and lubricates the bushings on which the pins take their bearing4 ,this cup should be filled weekly and given a half turn each day4 ,,chapter ,,xxxiii ,,brake ,,types1 ,,operation ,,and ,,care ,an automobile is always equipped with two sets of brakes1 as they are required by law4 ,the functional action of the brakes is to check the motion of the car when the driver wishes to stop or reduce the rolling speed4 ,the service brake usually operates on the external surface1 or on the outside of the drum flange1 and is connected to the right foot pedal through a set of linkage4 ,the emergency brake operates on the internal surface of the drum1 and connects through linkage to a hand lever operating on a notched quadrant4 ,the service brake is used in ordinary driving to check the rolling motion and to stop the car4 ,the emergency brake is used to assist the service brake and to hold the car1 in case the driver wishes to allow it to stand on a grade4 ,fig4 #abd shows a set of brakes assembled on the axle ready to receive the horizontal flange of the brake drum4 ,the brake drum is attached to the wheel2 consequently when a wheel has been removed and is about to be replaced1 the first operation consists of starting the drum flange into the space between the lining of the external and internal bands2 care should always be exercised in making this adjustment1 in order not to burr the outer edge of the lining1 as a brake with an uneven frictional contact surface is of little value in checking the motion of the car4 ,in ,fig4 #abd1 ,a shows the position of the band on the inside of the drum2 ,b shows the contracting tension coil spring which holds the bearing surfaces of the band in contact with the flat surface of the cam when the brake is not in use2 ,c shows the cam shaft1 and the flat surfaces of the double action cam1 which expands the band and brings it into even contact with the inner horizontal surface of drum flange1 thereby checking the motion of the wheel by frictionally grasping the drum4 ,the service brake shown in ,fig4 #abd is of the external contracting type1 which operates on1 or frictionally grasps the outside horizontal surface of the drum4 ,d shows the lined band1 which is held in a stationary position from the rear2 ,e shows the leverage arrangement with its expanding coil spring1 which holds the band free from the drum1 when the brake is not in use2 ,f is the lever to which the pull rod is connected2 ,g is the lever on the internal brake cam shaft to which the hand lever is connected by the pull rod4 ,illustration3 ,fig4 #abd4 ,brake--,types and ,adjustment ,fig4 #abe shows a new type of internal expanding brake1 which is being used on many of the late models4 ,the brake band in this case is supported at three points and has an adjustment at the rear main point of support4 ,the cam has been done away with1 and the band is expanded by a leverage toggle arrangement which operates through a much larger area1 and is more dependable as there is no danger of its 8sticking0 or turning over1 as was often the case with the cam4 ,fig4 #abf shows another type of service brake which may be encountered on a few of the former models4 ,this type of brake is usually located on the propeller shaft at the rear end of the transmission case4 ,this type of brake operates in the same manner as the service brake at the end of the axle4 ,illustration3 ,fig4 #abe4 ,brake--,showing ,toggle ,arrangement ,fig4 #abf shows an equalizer which allows for any difference that may occur in making adjustments4 ,illustration3 ,fig4 #abf4 ,transmission ,brake--,equalizer ,fig4 #abg shows the complete brake assembly1 and the points of adjustment on late ,buick cars4 ,brake ,adjustment4--,all types of brakes are adjustable4 ,the service brake usually has two adjusting points1 one at the drum1 which is made by turning the nut on the leverage pull pin1 and another on the pull rods4 ,a long neck clevis1 or a long butted turn buckle will always be found on the pull rods1 or on the rod leading to the equalizer4 ,the adjustment is made by turning either to the right to shorten1 or take up1 and to the left to lengthen4 ,the clevis is always threaded to the right1 while the turn buckle has a right and left thread which carries each end of the rod into the butt when it is turned to the right4 ,the lock nuts must always be turned up tight to the butts after the adjustment is made in order to hold it4 ,illustration3 ,,brake ,,shaft ,,service ,,brake ,,pedal ,,pull ,,rods ,,adjusting ,,turnbuckle ,,emergency ,,brake ,,lever ,,internal ,,brake ,,shaft ,,external ,,brake ,,shaft ,,adjusting ,,thumb ,,screw ,,adjustment ,,internal ,,brake ,,band ,,external ,,brake ,,band ,fig4 #abg4 ,brake--,arrangement and ,adjustment--8,buick0 ,brake ,care4--,a great deal depends upon the proper operation of the brakes4 ,they should be regularly inspected at least once a month for loose adjustments and uncleanliness4 ,the need of adjustment usually occurs from natural wear1 while an unclean frictional surface is usually the result of oil or grease seepage through the outer axle bearing4 ,a felt washer is provided to prevent this from taking place1 but as these washers are subjected to considerable pressure1 they often become caked and hardened and lose their absorbing effectiveness4 ,these washers can be purchased at any accessory store for a few cents apiece1 and applied with very little trouble4 ,cleaning the ,surface of the ,brake ,bands4--,this is accomplished by removing the wheel and washing the friction contact surface with gasoline1 after the surfaces have become thoroughly dry4 ,drop three or four drops of castor or ,neat's foot oil on the contact surfaces of the drum1 and replace the wheel and spin it a few times before releasing the jack4 ,caution4--,after you have set the gears for starting1 and before you release the clutch pedal1 always reach and make sure that the emergency brake lever is in the neutral position4 ,new drivers invariably forget to do this1 which results in severe strain on the bearings1 and causes them to get loose2 the average brake band will not stand more than fifteen to twenty minutes of continuous contact before it burns or wears beyond the point of usefulness4 ,,chapter ,,xxxiv ,,spring ,,care ,,tests ,information recently gathered from observation and interviews shows that the average owner who operates and cares for his car1 invariably overlooks the springs and their connections while giving the car the bi-monthly or monthly tightening-up and greasing1 while the balance of the car usually receives the required attention4 ,this fact seems to be due mostly to an oversight1 for the springs are usually inspected while the car is motionless and at this time they do not show defects readily1 and have the appearance of being rigid1 inactive1 and compact4 ,weekly ,spring ,care4--,weekly spring care should consist of filling the grease cups 7with a medium hard oil cup grease7 and turning them down until the grease makes its appearance at the outer edge of the spring eye4 ,this1 under ordinary driving conditions1 will be sufficient lubrication for one week4 ,but in cases where the car receives more than ordinary use the grease cups should be given one-half turn every second day4 ,the shackle connections should then be wiped dry to prevent dust and grit clinging and working into the bearing1 which causes much wear on even a sufficiently lubricated bearing surface4 ,bi-monthly ,spring ,care4--,special attention should be given at this time to the ,u-shaped clips which connect the spring to the axle4 ,a loose clip means a broken spring at the first severe jolt1 caused by the rebound taking place between the clips4 ,therefore1 tightly adjusted clips will prevent action from taking place at the point between the clips where the leaves are bolted together and will entirely eliminate spring breakage4 ,tighten up the nut on the leave guide clip bolt to prevent rattling4 ,the shackles should be inspected for side play4 ,to determine whether there is side play1 jack up the frame until the weight is off the spring1 then grasp it near the shackle and shake with an in and out motion4 ,if there is play a rattle thump will be heard4 ,to take out play1 remove cotter pin and turn up castillated nut snugly on the shackle pin4 ,if the nut cannot be turned up a full notch1 place a thin washer over the end of the pin4 ,the nut1 however1 should not be turned up too tight as a certain amount of action is necessary4 ,lubrication of the ,spring ,leaves4--,lubrication of the spring leaves should take place once every month4 ,this point must be kept in mind and adhered to1 as a spring cannot produce the marked degree of action necessary for smooth and easy riding1 when the sliding surface is dry and rusty4 ,the leaves slide on each other when the spring opens and closes1 and if the sliding surface is not well lubricated the movement will be greatly checked by the dry friction2 these dry surfaces also gather dampness which soon forms into dry-rust1 which1 in time entirely retards action and results in a very hard riding car4 ,it is not necessary to disassemble the spring at the monthly greasing period1 unless the spring has been neglected and rust has formed on the sliding surfaces4 ,in this case the sliding surface of each blade must be cleaned with a piece of sand or emery paper4 ,when the springs receive regular attention1 it is only necessary to jack up the frame until the wheels and axles are suspended1 the weight of which will usually open the leaves sufficiently to insert a film of graphite grease with a thin case knife4 ,in some cases where the leaves are highly curved1 it may be found necessary to drive a small screwdriver in between them4 ,however1 great care should be exercised in doing this1 as the blades are highly tempered and spring out of position very easily4 ,wrapping ,springs4--,car owners in some parts of the country grease their springs and wrap them with heavy cord or adhesive tape4 ,while this serves to keep the grease in and the dust and dirt out1 it also binds the leaves and prevents free action4 ,if the car is to be driven for any length of time on sandy or muddy roads1 wrapping may be found very beneficial4 ,but use only a water-proof material 7heavy oil paper or canvas7 to wrap with4 ,cut the material into one and one-fourth inch strips1 and wrap from the center toward the outer end to prevent binding4 ,the following shows the results of a spring care test conducted by the writer4 ,the cars were chosen at random and only those accepted which had seen six months or more service4 ,eighteen owners were interviewed4 ,six of this number gave their springs a thorough greasing and tightening up every two weeks1 and not one of this group made a complaint of any nature regarding breakage1 stiffness1 or noise4 ,five of the remaining twelve1 gave their springs occasional attention4 ,their reports were not entirely unsatisfactory1 but had a tendency toward such troubles as rattles1 squeaks1 and stiffness in action4 ,the remaining seven did not give their springs any attention whatever1 and all made unsatisfactory reports ranging from broken leaves1 to side play1 jingles1 squeaks and hard riding4 ,therefore the results of careful and regular attention may readily be seen by the reports of the first six owners4 ,all nuts and connections were tightened1 and the sliding surfaces of the leaves greased on an average of once every two weeks4 ,the springs gave satisfactory results1 and the cars retained that easy1 soft1 springy action1 so noticeable in a new car4 ,the reports of the five who gave their springs occasional attention would probably have been the same as the first six1 had they given the proper attention more frequently4 ,but they usually waited until the trouble became annoying1 which caused wear on the spring eye1 shackle strap1 and pin1 on each occurrence making a good adjustment impossible4 ,the stiffness in action and squeaks were caused by dry fractional surfaces between the leaves which prevented free action4 ,types4--,there are five standard types of springs1 and two or three types of special design4 ,the riding qualities of all types of springs depend on their length and resiliency1 which is taken into consideration by the engineer and designer4 ,consequently there is not much choice between the different types4 ,illustration3 ,fig4 #abh4 -,elliptical ,front ,spring ,fig4 #abh shows the semi-elliptical type of spring used principally for front suspension4 ,the front end of this spring is bolted rigidly to the downward end slope of the frame while the rear end carries a movable shackle arrangement4 ,illustration3 ,fig4 #abi4 ,full-,elliptic ,spring ,fig4 #abi shows the full elliptical type of spring which may be used for either front or rear suspension4 ,the ends may be fastened together solidly with a yoke and eye arrangement1 or shackled as shown in the above cut4 ,fig4 #acj shows a spring of the three-quarters elliptical type used in rear suspension only4 ,this type of spring carries a shackle arrangement at the front and rear end which allows backward and forward motion to take place very freely1 consequently it is very necessary to use a very substantial set of torque rods to keep the proper alignment4 ,illustration3 ,fig4 #acj4 -,elliptical ,rear ,spring ,fig4 #aca shows the three link or commonly termed platform type of spring used only in rear suspension on the heavier models4 ,illustration3 ,fig4 #aca4 ,platform ,spring ,fig4 #acb shows the front type of cantilever spring4 ,the front end of this type of spring is bolted to a seat on the front axle1 while the rear end may be fastened directly to the under side of the frame or attached to a specially arranged casting seat at the side of the frame4 ,this type of spring is sometimes employed in multiple formation4 ,illustration3 ,fig4 #acb4 ,cantilever ,spring1 ,front ,illustration3 ,fig4 #acc4 ,cantilever ,spring1 ,rear ,fig4 #acc shows the rear type of cantilever spring1 which may employ a shackle arrangement on one or both sides1 while a hinged seat is usually employed near the center or slightly over-center toward the front end4 ,,chapter ,,xxxv ,,alignment ,attention should be given quite frequently to wheel alignment1 as the life and service of tires depends almost entirely upon wheel alignment4 ,when either of the front wheels become out of line1 through a bent spindle1 worn spindle pin1 loose or worn bearing the tire on this wheel is subject to cross traction4 ,that is1 when the car moves forward1 the tire on the out of line wheel is forced to move forward by the other three points of traction1 and as it is not in line with the forward movement the tire must push or drag crosswise at the traction point4 ,this results in the tread being worn or filed off in a very short time1 exposing the layers of fabric to dampness and wear which results in a 8blow-out0 and ruined tire1 which would probably have given several thousand miles of service had proper attention been given to wheel alignment4 ,alignment ,test4--,to test the alignment1 first look at the lower side of the springs where they rest on the axle seats4 ,if one of the springs has slipped on the seat through a loose clamp1 the direction and distance of the slip may be noted by the rust mark left by the movement4 ,drive the axle back1 leave the clamp loose1 measure the distance between the centers of the front and rear hub caps on the unaffected side with a tape or string1 move the tape to the affected side and make the center distances the same1 tighten the nuts on all clamps using new spring or lock washers4 ,lengthwise ,wheel ,alignment4--,before lining up the wheels lengthwise1 jack each wheel separately and shake it to detect a loose bearing or worn spindle pin which is usually the seat of the trouble4 ,after the defective part has been readjusted or replaced1 test the alignment as follows3 ,using a string or straight edge1 which should be placed or drawn across the front and rear tire1 making four contacts as near center as possible without interference from the hubs4 ,the string or straight edge is then moved to the other side of the car and three contacts are made1 one on the rear center of the front tire1 and two across the center of the rear tire4 ,the spread rod should then be adjusted to allow the front contact point to converge or lean from the line toward the other front wheel4 ,illustration3 ,fig4 #acd4 ,wheel-,alignment ,diagram ,mechanical ,alignment4--,when a motor vehicle turns the inside wheel has to describe a curve of smaller radius than the outside wheel4 ,a line drawn lengthwise through the steering arms1 extending from the spindles or knuckles1 should meet at a point in the center of the rear axle to determine the correct wheel base1 otherwise the car will turn in two angles1 which causes the tire on the outside to slide crosswise at the traction point4 ,fig4 #acd shows the position of the wheels and the direction they travel in describing two distinct curves in turning to the left4 ,the correct mechanical alignment and wheel base will be seen in the diagram1 ,a ,b4 ,the front wheels have been turned to a #de per cent angle1 e-e#a lines drawn through the spindles will meet at ,e1 a line drawn through the rear axle4 ,e#a in this diagram shows the effect on the steering of lengthening the wheel base of the car4 ,in this case the wheel base has been lengthened #aj and the lines e and e#a meet at different angles at a point on ,e#a4 ,the car tries to turn about two distinct centers1 as this is an impossibility1 sliding of the tire occurs4 ,,chapter ,,xxxvi ,,steering ,,gears1 ,,type1 ,,construction ,,operation ,,and ,,care ,the steering mechanism used in automobile construction is arranged to operate independent of the axle1 or in other words the wheels turn on a pivot1 or knuckle1 held between the yoked ends of the axle4 ,a spindle or axle extends outward from each steering knuckle to accommodate the wheels4 ,a set of short arms extend to rear of the steering knuckles2 an adjustable spacer bar1 commonly called a tie or spread rod1 serves as the connection between the arms4 ,the arms incline slightly toward each other2 which causes the inside wheel to turn on a shorter angle than the outside wheel when turning a corner4 ,another steering arm carrying a ball at the outer end1 describes a half circle over the axle1 and is attached to either the spread rod arm or the steering knuckle4 ,an adjustable rod1 or drag-link1 carrying a ball socket at each end serves as the connection between the steering arm extending from steering gear and the half circle arm of the knuckle4 ,to adjust wheels see chapter on 8,wheels and ,axle ,alignment40 ,steering ,gear ,types4--,three types of steering gears are commonly used by automobile manufacturers4 ,they are namely1 the worm and sector1 worm and nut1 and rack and pinion types4 ,fig4 #ace shows the construction and operation of the worm and sector type4 ,the lower end of the steering shaft carries a worm gear which meshes with the sector gear supported by a separate shaft4 ,the sector has a ball arm extending downward1 which moves in a forward and backward direction when the steering shaft is turned4 ,illustration3 ,steering ,wheel ,st4 ,column ,worm ,sector ,spark ,throttle ,frame ,fig4 #ace4 ,worm and ,sector ,steering ,gear ,adjusting the ,worm and ,sector ,type of ,steering ,gear4--,an eccentric bushing is provided to take up play between the worm and sector4 ,this adjustment is made by driving the notched cone to the right to take out play1 and to the left to slack up or take out stiffness4 ,fig4 #acf shows the worm and nut type of steering gear4 ,this type of steering gear as well as the worm and sector1 is called the irreversible steering gear1 which means that no reverse action takes place1 or is present at the steering wheel1 should one of the front wheels encounter a stone in the road1 or drop into a deep rut4 ,the worm and nut type consists of a double armed and pivoted steering arm4 ,each arm carries a ball4 ,the drag link socket is attached to the ball on the lower arm while the ball on the upper and shorter arm fits in a socket in the nut through which the worm on the steering shaft passes4 ,this nut is threaded to fit the worm which passes through it and moves up and down on the worm according to the direction which the steering wheel is turned4 ,the housing of this type of steering must be well packed with a light cup or graphic grease to prevent the screw or worm from binding1 which will make steering difficult and tiresome4 ,illustration3 ,steering ,column ,worm ,screw ,nut ,pivot ,frame ,drag ,link ,st4 ,arm ,fig4 #acf4 ,worm and ,nut ,type ,steering ,gear ,illustration3 ,steering ,shaft ,ball ,gear ,housing ,sliding tooth ,shaft ,fig4 #acg4 ,rack and ,pinion ,type ,steering ,gear ,fig4 #acg shows the rack and pinion type of steering gear4 ,this type of steering gear is used on a few of the lighter weight cars and is not as dependable owing to a reverse action through the steering mechanism when an obstruction is encountered by one of the front wheels4 ,this type of steering device consists of a solid shaft with the steering wheel keyed to the upper end4 ,a small spur gear is keyed and locked to the lower end1 and meshes with a horizontal toothed shaft which slides inside of a housing4 ,the connection between the steering gear and the steering knuckles is made by a short rod or drag link carrying a split ball seat on each end4 ,one end of the drag link socket is fitted to a ball on the end of the horizontal toothed shaft1 while the socket on the other end is fitted to a ball on the upper end of the bolt which connects the tie rod and knuckle4 ,steering ,gear ,care4--,steering gears should be closely adjusted4 ,the housing should be packed with a medium hard oil or graphite grease at least once in every thousand miles that the car is driven4 ,all bolts and nuts connecting the different parts of the steering gear should be regularly inspected and kept in a perfectly tight condition4 ,illustration3 ,fig4 #ach4 ,steering ,wheel ,fig4 #ach shows the location of the spark and gas control levers which usually operate on a quadrant on the upper side of the steering wheel4 ,the short lever always controls the spark1 which may be advanced or retarded by moving it4 ,the long lever is attached to the carburetor1 and controls the speed of the motor by regulating the volume of gas vapor supplied to the motor4 ,,chapter ,,xxxvii ,,bearing ,,types1 ,,use ,,and ,,care ,three types of bearings are being used by the manufacturers of automobiles and gasoline engines4 ,they are1 namely1 the plain bearing or bushing1 the solid and flexible roller-bearing1 and the double and single row of self-aligning ball bearings4 ,bearings were designed to prevent wear and friction between parts1 which operate on1 or against each other4 ,fig4 #aci shows three types of plain bearings4 ,a1 the split type of plain bearing1 is used widely by the manufacturers of engines as main bearings to support the crank shaft and at the large end of the connecting rod4 ,b is a cylindrical type of plain end bushing1 used to support light shafts in end walls4 ,c is a center or sleeve type of plain bushing4 ,illustration3 ,fig4 #aci4 ,plain ,bearings or ,bushings ,all three types of plain bearings described above will stand unusually hard use1 but must be kept well lubricated or run in an oil bath to prevent frictional heating and excessive wear4 ,fig4 #adj shows two types of shims used between the retainer jaw of a split bearing1 which allows the wear to be taken up when the bearing gets loose and begins to pound4 ,the shims may be either solid or loose leafed1 and are of different thickness4 ,the loose leafed shim has an outer casing1 which contains seven to ten metal sheets of paper-like thinness1 which may be removed to the exact thickness required for an accurately fitted bearing4 ,illustration3 ,fig4 #adj4 ,shims ,illustration3 ,fig4 #ada4 ,bock ,roller ,bearing ,fig4 #ada shows the ,bock type of radial and end thrust roller bearing4 ,the end of each roller is provided with a section of a perfect sphere which rolls in unison with the tapered rollers and makes the end contact practically frictionless4 ,the advantage claimed for this type of bearing is that it embodies both the ball and roller bearing strength and reduces the friction on the roller and thrust end to a minimum4 ,this type of bearing is used in the hub of the wheel1 which must be cleaned and well packed with a medium grease every thousand miles4 ,the bearing is best cleaned by dropping it into a container of kerosene and scrubbing it with a stiff paint brush4 ,do not run the car with the hub cap off4 ,illustration3 ,fig4 #adb4 ,hyatt ,roller ,bearing ,fig4 #adb shows the ,hyatt flexible type of roller bearing4 ,this type consists of an inner and outer race and a cage which holds the flexible rolls4 ,the flexible rolls are spirally wound from a high grade sheet alloy steel4 ,the rolls are placed in the cage in alternative positions4 ,this arrangement of rollers has a tendency to work the grease back and forth on the surfaces of the races4 ,another advantage claimed for this type of bearing1 is that the weight is more evenly distributed at the point of contact1 due to the fact that the wound rolls allow a certain amount of resiliency1 and accepts road shocks easily1 which reduces the amount of frictional wear to a minimum4 ,this type of bearing requires the same attention as the ,bock1 described above4 ,illustration3 ,fig4 #adc4 ,double ,row ,radial ,ball ,bearing ,fig4 #adc shows a type of double row ball bearings4 ,ball bearings are being used more extensively each year by the manufacturers of light and heavy duty motor vehicles4 ,the efficient reliability and ease of action has proven to be the main factor in the development of this type of bearing4 ,one of the big features in considering ball bearings is that a ball rolls equally well in any direction1 and the slightest effort will start it to rolling4 ,it is a proven fact1 that a ball is started more easily than any other type of supportive element4 ,this explains why ball bearings of all types come nearest to being frictionless4 ,once upon a time people believed that the ball in ball bearings carried the load by point of contact1 which is not true1 as ball bearings carry the load on a definite area4 ,and in bearing construction1 such as shown in ,fig4 #adc1 where the inner and outer race curves around the balls and increases the contact area1 the contact capacity is greatly increased4 ,thus a one-fourth inch ,s4 ,k4 ,f4 ball showed a crushing resistance of nine thousand and seven hundred pounds1 while the one-half inch ball showed a crushing strength of twenty-five thousand pounds4 ,the sectional view of a radial bearing1 shown in ,fig4 #adb1 consists essentially of four elements1 which are the following3 7a7 ,the outer ball race1 7b7 the two rows of balls1 7c7 the ball retainer1 and 7d7 the inner ball race4 ,the inner surface of the outer race is spherically ground in the form of a section of a sphere whose center is the center of the axis of rotation4 ,this provides that both rows of balls shall carry the load at all times4 ,this reduces the load carried by each ball to the least amount4 ,the ball retainer is made of a single piece1 which provides for proper spacing of the balls1 and positively circulates the lubricant4 ,the retainer is open at the sides1 which permits free access of lubricant1 and makes inspection easy4 ,the inner ball race contains two grooves to accommodate the two rows of balls1 and the curvature of the outer race is slightly larger than that of the balls4 ,the fact that both inner and outer races are curved gives an ample surface contact between the balls and the races4 ,fig4 #add shows a double thrust bearing4 ,this type of bearing was designed to take end thrust in both directions4 ,it is used to stabilize the shaft against lateral motion and to accept reversing thrust loads4 ,it is also automatically self-aligning4 ,the assembly of balls and races forms a section of a sphere within a steel casing4 ,the inside of this casing is ground spherically to the same radius as the spherical seats1 thus permitting the assembled bearing parts to adjust themselves to any shaft deflection4 ,this type of double thrust bearing is so designed that the central rotating disc1 two rows of balls1 and the aligning seats are combined in a single unit within the casting4 ,the unit construction of this type of bearing insures ease in mounting1 and eliminates much costly machine work usually encountered in setting double thrust bearings1 and renders the bearing practically dirt1 dust and fool-proof4 ,if it becomes necessary to disassemble the machine upon which these bearings are mounted1 the user has every assurance that the shafts can be relocated precisely in its original position1 with the minimum of time1 labor and expense4 ,this type of bearing is also entirely free from adjustment1 loose parts1 costly machine work1 and the possible abuse at the hands of inexperienced workman are entirely done away with4 ,illustration3 ,fig4 #add4 ,double ,row ,thrust ,bearing ,illustration3 ,fig4 #ade4 ,end ,thrust ,bearing ,fig4 #ade shows a thrust bearing designed to carry the load in one direction1 along the shaft1 and consists of two hardened steel discs provided with grooved ball-races1 and a single row of balls held in position between the races by means of a suitable retainer4 ,cleaning ,bearings4--,to clean bearings1 use gasoline1 kerosene1 or a weak solution of baking soda and soft water4 ,place the cleaning fluid in a shallow receptacle1 take a piece of wire and bend a hook on the end1 place the hook through the center of the bearing and rinse up and down in the fluid1 spinning it with the hand occasionally4 ,if some of the grease has dried or baked on the roll or roller guide or retainer and refuses to be dislodged by this method1 lay the bearing flat and scrub with a brush which has been dipped into the cleaning fluid4 ,,chapter ,,xxxviii ,,car ,,arrangement1 ,,parts1 ,,adjustment1 ,,care #a4 ,oil cup on shackle bolt or loop pin4 ,fill every week with medium cup grease giving one half turn every second day4 #b4 ,right front spring4 ,loosen the small clips ,no4 #dg1 clean off all dirt and grease with a brush dipped in kerosene1 and jack up the frame1 which will open the leaves4 ,force graphite between the leaves1 let the frame down and wipe off all the grease that is forced out1 in order to avoid the gathering of dust and grit 7see chapter on ,spring ,care74 #c4 ,front lamp4 ,keep brackets and vibration rod well tightened4 ,wipe lens with a damp cloth 7inside and outside71 and polish with tissue paper4 ,adjust or focus both lamps so that the center rays will strike side by side #de feet ahead of the car4 ,push the light bulbs well into the sockets1 otherwise a dark spot will appear in the center4 ,test the wire connection plugs occasionally for weak springs or sticking contact pins4 #d4 ,radiator 7see chapter on ,cooling ,systems74 #e4 ,radiator ,cap4 ,grease or oil thread occasionally4 #f4 ,radiator connecting hose 7see chapter on ,cooling ,systems74 #g4 ,the fan4 ,it usually operates on a ball and cone bearing1 which must be kept well adjusted and greased to prevent a clattering or rumbling noise4 #h4 ,the fan belt4 ,this should be well tightened to prevent slipping1 which will cause over-heating4 ,apply belt dressing occasionally to prevent dry-rot and cracking4 #i4 ,adjust the starter chain from time to time by setting down the idler gear4 #aj4 ,metal tube for carrying the high tension leads to the spark plugs4 ,remove the wires from the tube when overhauling and tape worn insulation4 #aa4 ,spark plugs 7see chapter on ,spark ,plug ,care74 #ab4 ,the horn4 ,keep connection tight1 clean gum and old grease off the armature and adjust the brushes when it fails to work4 #ac4 ,priming cups4 ,cover the threads with graphite or white lead and screw them into the cylinder head tightly to prevent compression leaks4 #ad4 ,horn bracket4 ,keep well tightened1 to prevent vibration4 #ae4 ,clutch pedal4 ,it can usually be lengthened or shortened to accommodate leg stretch1 oil and grease bearings1 and connecting joint each week4 #af4 ,primer or choker1 which operates the air valve on the carburetor4 #ag4 ,steering column4 #ah4 ,steering wheel 7see chapter on ,steering ,gears74 #ai4 ,horn shorting push button4 #bj4 ,spark control lever4 #ba4 ,gas throttle control4 #bb4 ,transmission 7see chapter on ,transmission74 #bc4 ,brake rods 7see chapter on ,brakes74 #bd4 ,universal joint 7see chapter on ,universal ,joints74 #be4 ,the frame4 #bf4 ,emergency brake leverage connection4 #bg4 ,service brake leverage connection4 #bh4 ,threaded clevis for lengthening or shortening brake rods4 #bi4 ,crown fender4 #cj4 ,india rubber bumper4 #ca4 ,brake band guide4 #cb4 ,gasoline or fuel tank4 #cc4 ,filler spout and cap4 #cd4 ,spring shackle hinge4 #ce4 ,tire carrier4 #cf4 ,spare tire and demountable rim4 ,illustration3 ,fig4 #adf4 ,car ,arrangement #cg4 ,radiator fastening stud4 #ch4 ,starting crank ratchet4 #ci4 ,spread rod with left and right threaded clevis at each end4 #dj4 ,the crank case4 #da4 ,crank case drainage plug4 #db4 ,the flywheel and clutch4 #dc4 ,box for carrying storage battery4 #dd4 ,transmission drain plug4 #de4 ,the muffler 7see chapter on ,muffler ,care74 #df4 ,main drive shaft4 #dg4 ,spring blade alignment clamp4 #dh4 ,rear universal joint4 #di4 ,service brake lever4 #ej4 ,demountable rim clamp bolt4 #ea4 ,differential housing on rear axle4 ,,chapter ,,xxxix ,,overhauling ,,the ,,car ,before starting to dismantle the car for overhauling1 see that all the necessary tools are at hand and in good condition4 ,place them out separately on a bench or board near the car4 ,then secure a number of boxes to hold the parts of each unit in order that they may not become intermixed4 ,when overhauling is to take place1 start at the front of the car and work back4 ,first1 disconnect and remove the radiator and inspect the tubes for dents or jams4 ,if any of any consequence are found1 pry the fins up and down on the tubes clearing the affected part1 which is removed and replaced with a new piece of tubing and soldered in place4 ,then turn a stream of water into the radiator and let it run for fully an hour1 or until it is fully flushed out4 ,next1 inspect the hose connections1 as the rubber lining often becomes cracked and breaks away from the fabric which retards the circulation1 by filling the passage with hanging shreds of rubber4 ,then plug up the lower entrance to the water jackets and fill the jackets with a solution of #b gal4 of water to lb4 of washing soda4 ,let this solution stand in the jackets for one-half hour2 then flush out with clean water4 ,the carburetor and manifolds should be removed and cleaned4 ,the float1 if cork1 should be allowed to dry4 ,it is then given a coat of shellac and allowed to dry before reassembling the carburetor4 ,the engine should then be turned over slowly to test the compression on each cylinder4 ,if it is found to be strong on each cylinder1 the piston rings and cylinder wall may be passed as being in good condition4 ,in case you find one cylinder is not as strong as the others1 the trouble may be ascertained by inspection4 ,it may be caused by a scored cylinder wall1 worn piston rings1 leaky gasket1 or pitted valve seats4 ,next remove the head of the motor and remove the carbon with a scraper and wash with kerosene4 ,if the motor is not of the detachable head type1 remove the valve cup and use a round wire brush to loosen the carbon4 ,it is best in this case to burn out the carbon with oxyacetylene flame4 ,next remove the valves and test the springs for shrinkage or weakness4 ,if any are found that do not conform in length1 replace them with new springs4 ,grind the valves 7see previous ,chapter on ,valve ,grinding74 ,next examine the water pump and pack the boxing with a wick or hemp cylinder packing4 ,cleaning the ,lubricating ,system4--,remove the plug in the bottom of the crank case and drain out the oil4 ,replace the plug and pour #a gal4 of kerosene into the crank case through the breather pipe and spin the motor4 ,then remove the drain plug and allow the kerosene to drain out4 ,after it has quit running1 turn the motor over a few times and allow it to drain one-half hour4 ,replace the plug and fill the crank case to the required level with fresh cylinder oil4 ,next1 remove the plate from the timing gear case and inspect the gears for wear and play4 ,if they are packed in grease1 remove the old grease and wash out the case with kerosene4 ,if they receive their oil supply from the crank case it will only be necessary to inspect them for wear4 ,then replace the motor head1 timing gear case plate and manifolds1 using new gaskets and new lock washers4 ,next clean the spark plugs and ignition systems 7see chapter on ,spark ,plugs and ,ignition ,system74 ,then we proceed to the different types of clutches4 ,the cone clutch usually does not require cleaning1 but in cases where it has been exposed to grease or lubricating oil the leather face may be cleaned with a cloth dampened in kerosene1 after which a thin coating of ,neat's foot oil is applied to the leather facing4 ,the cone is then replaced and the springs adjusted until it runs true4 ,this is determined by holding it out and spinning it4 ,the wet and dry plate clutches are treated in much the same manner4 ,first drain out all the oil or grease and wash out the housing with kerosene4 ,examine all parts for wear and adjust or replace loose parts4 ,fill the housing up to the slip shaft with fresh oil or grease1 that is1 providing it is a wet plate clutch4 ,the dry plate clutch need only be washed with kerosene to remove any grease or dirt that has lodged on the plates4 ,cleaning the ,transmission4--,first drain off the oil and wash the gear with a brush dipped in kerosene4 ,then inspect the bearings for looseness4 ,if you find one badly worn1 replace the bearing at each end of the shaft4 ,next1 examine the gears4 ,if they are blunt1 burred or chipped1 smooth them off on an emery wheel or with a coarse file4 ,wash out the case with kerosene and fill with a thick transmission oil or grease until the fartherest up meshing point is covered to the depth of from #a to #a inches4 ,examine the slots or notches on the horizontal sliding shafts in the cover of the case which holds the gears in or out of mesh4 ,if the slots are badly worn it will be necessary to replace sliding shafts or it may be necessary to replace the springs which hold the ball or pin to the shaft and slots4 ,the universal joints are cleaned and freed of all grease and dirt4 ,the bushings and trunion head are inspected for looseness4 ,if any exists a new set of bushings will usually remedy the trouble4 ,the housing should then be packed with a medium or fairly heavy cup grease4 ,next we come to the differential which is treated in the same manner as the transmission1 except that the housing is packed with a much heavier grease1 and new felt washers are placed at the outer end of the housing where the axle extends to the wheels4 ,the rear system is then jacked up until both wheels clear the ground4 ,the brakes are then tested and adjusted 7see chapter on ,brakes71 and the rear wheels tested for looseness4 ,if the axle is of the full floating type looseness may be taken up by withdrawing the axle and loosening the lock nut back of the cone and driving the notched cone ring to the right 7facing it7 until the play is taken up4 ,when looseness is found in the semi-floating or three quarters floating axle it is necessary to replace the outer bearing which is located inside of the outer end of the housing tube4 ,next examine the springs 7see chapter on ,springs and ,spring ,tests74 ,this brings us to the steering gear1 which should be inspected1 tightened up1 and freed from all play at the various joints and connections1 after which it should be well packed with grease4 ,the front wheels should be jacked up and tested for loose or worn bearings and spindle pins4 ,the bearings can usually be adjusted while the loose spindle pin or bushing should be replaced4 ,after the bearings have been adjusted or replaced1 pack the space in the hubs between the bearings with a medium hard oil or cup grease1 which will sufficiently lubricate the bearings for #bjjj miles of service4 ,the wheels and axles are then lined up 7,see chapter on ,alignment74 ,next1 take a piece of sharp wire and remove all the dirt1 gum1 and hard grease from oil holes supplying clevis joints and plain bearings4 ,take up all play which is liable to produce noise and rattles with new bolts1 pins and washers4 ,clean and fill all grease cups boring out the stem heads with a piece of wire4 7,see chapter on ,washing1 ,painting1 and ,top and ,body ,care47 ,,chapter ,,xl ,,repair ,,equipment ,the necessary repair equipment should be divided into two sets1 one to be carried with the car1 which we will call road repair necessities1 such as #be ft4 of manilla hemp rope1 which will probably come in very handy and save the original cost many times in one year4 ,even with good roads and the general tendency toward improvements1 there still remains a great many miles of bad road that becomes very troublesome with their customary chuck holes and slippery brims1 which often lead a motorist to bring up in a ditch after a short rain storm4 ,the advantages of this rope are explained in this way2 should you slide into the ditch or get into a deep rut1 the wheels will usually spin and you are helplessly stuck4 ,a pull from a passing motorist1 or farmer1 will help you out of your difficulty4 ,should any part of your car break1 or give out1 any passing motorist or farmer will give you a tow to the nearest garage and thereby avoid delays4 ,therefore1 we will head our list of road repairs with3 #be ft4 of manilla hemp rope1 #b inner tubes1 #a blowout patch1 #a outer shoe1 #a set of chains1 #a jack1 #a pump1 #a tire gauge1 #a tube repair outfit and patches1 an extra spark plug1 several cores and terminals1 a few feet of primary and secondary wire1 #a box of assorted bolts1 nuts1 washers and cotter pins1 #a qt4 can of lubricating oil1 #a complete set of good tools neatly packed in a small box and secured to the floor of the car under the rear seat by fastening both ends of a strap to the floor and placing a buckle in the center which will hold the box securely and avoid all noise4 ,garage repair equipment should consist of the following3 #a set of tire jacks1 #a small vulcanizing set and supplies1 #a can of medium cup grease1 #a can or tank of lubricating oil1 #a small vise1 #a box of felt washers1 #a box of assorted cotter pins1 #a box of assorted nuts1 #a box of assorted lock washers1 #a box assorted cap screws and bolts1 #a set of assorted files1 #a hack saw1 #a ,stilson wrench1 #a dope gun1 #a air pressure oil can1 #a valve lifter1 several valve and assorted springs1 #a box of auto soap1 #a sponge and a good chamois skin4 ,this outfit should all be purchased at the same time and each supply and tool packed or placed in respective places1 so that it will not be necessary to look far and wide when you wish to use some particular tool4 ,with this equipment1 and some knowledge and patience1 the average man should be able to keep his car in excellent condition by doing his own adjusting and repairing4 ,,chapter ,,xli ,,car ,,cleaning1 ,,washing ,,and ,,care ,body4--,the body is the carrying part of the car and usually consists of an oak or ash frame covered with a thin sheet steel4 ,it is bolted to the frame of the car1 and aside from washing and cleaning and keeping the bolts tight to prevent squeaks1 it requires no further care4 ,body ,washing4--,when about to wash the body1 soak the dirt off with a gentle open stream of cold water4 ,that is1 remove the nozzle from the hose1 and do not rub4 ,remove mud before it gets dry and hard whenever possible4 ,grease can be removed with soap suds and a soft sponge4 ,use a neutral auto soap1 and rub as little as possible4 ,rinse thoroughly with a gentle stream of cold water1 and dry and polish with a clean piece of chamois skin4 ,if the body has a dull appearance after washing1 due to sun exposure or too frequent washing1 apply a good body polish lightly and polish until thoroughly dry with a clean piece of gauze or cheese cloth4 ,running ,gear ,washing4--,scrape the caked grease and dirt off from the brake drums and axles1 and scrub lightly with a soft brush dipped in soap suds4 ,rinse thoroughly with a gentle stream of cold water4 ,dry with a piece of cloth or a chamois4 ,old pieces of chamois skin which are too dirty to use on the body can be used to dry the running gear4 ,if the running gear takes on a dirty appearance after becoming dry1 go over it with a cloth dampened with body polish4 ,tighten up all bolts and make all adjustments while the car is clean4 ,engine ,cleaning4--,clean the engine with a paint brush dipped in kerosene4 ,then go over it with a cloth dampened with kerosene4 ,top ,cleaning4--,the top should never be folded until it is thoroughly cleaned and dried4 ,dust on the outside can be removed by washing it with clear cold water and castile soap4 ,be sure to rinse it thoroughly with clear water4 ,the inside should be dusted out with a whisk broom4 ,be careful when folding it and see that the cloth is not pinched between the sockets and bows1 and always put on the slip cover when it is folded to keep out the dust and dirt4 ,curtain ,cleaning4--,wash the curtains with castile soap4 ,after they are dry go over them with a cloth dampened in body polish4 ,always roll the curtains2 never fold them4 ,cleaning ,upholstering4--,if the car is upholstered with leather or imitation leather1 it should be washed with warm water and castile soap1 then wiped off thoroughly with a clean cloth dampened in clear warm water4 ,if the upholstering is with cloth it should be brushed thoroughly with a stiff whisk broom1 then gone over lightly with a cloth dampened in water to which a few drops of washing ammonia has been added4 ,rug ,cleaning4--,clean the rugs with a vacuum cleaner1 or stiff whisk broom4 ,windshield ,cleaning4--,add a few drops of ammonia or kerosene to a pint of warm water2 and wash the wind shield with this solution and polish with a soft cloth or tissue paper4 ,sedan or ,closed ,body ,cleaning4--,follow directions given for cleaning upholstering and windshields4 ,tire ,rim ,cleaning4--,remove the tires twice each season4 ,drive the dents out of the rims1 rub off all rust with sand paper1 and file off all sharp edges and paint the rims with a metal filler4 ,allow the paint to dry thoroughly before replacing the tire4 ,rust on the rims causes rapid tire and tube deterioration4 ,tire ,cleaning4--,rinse the mud and dirt off the tires1 and wash them with soap suds and a coarse sponge4 ,rinse with clear water4 ,lens ,cleaning4--,to clean the light lens follow the instructions given above for cleaning windshields4 ,cover the car at night to prevent garage dust from settling into the pores of the paint4 ,this type of dust causes the varnish to check and take on a dull dirty appearance1 and is very hard to remove without the use of soap4 ,use a neutral soap and rinse thoroughly with clear cold water4 ,a good serviceable throw-cover can be made from any kind of cheap light goods1 or by sewing several old sheets together4 ,caution4--,do not dust the car immediately after driving it in the sun and never use a feather duster as this only pads the dust into the varnish1 and scratches it4 ,a good dusting cloth is made by dampening a soft cloth with an oil polish4 ,the cloth should be left to dry in the sun for several hours after being dampened with oil4 ,rinsing the body off with clear cold water and drying it with a chamois skin is always preferable as it produces a clean appearance and freshens the paint4 ,,chapter ,,xlii ,,tires1 ,,build1 ,,quality1 ,,and ,,care ,building a tire is like building a house or laying a cement sidewalk2 the foundation must be right or the job will not stand up4 ,the foundation of a tire as every motorist knows consists of alternative layers of rubber1 fabric1 or cord1 covered with a tread and breaker strip of rubber4 ,the tread and breaker strip1 however1 are not worth the space they occupy if they are placed over a poorly constructed foundation of cheaply made fabric4 ,therefore1 great care should be exercised in choosing a tire of standard make which has been tested1 inspected1 and guaranteed to be in perfect condition1 and gives a mileage guarantee4 ,the cheaper grades of tires may be very deceiving in looks1 but the point remains1 that beneath the tread and breaker strip there must be something that is cheaper in quality than the material used in building a standard tire or it could not be sold for less1 as tire building material sells at a market price obtainable to all2 and the standard tire is usually produced in large quantities at a small profit1 which may be seen by comparing the production records and the dividends paid on capitalization4 ,this point alone shows the wise economy in purchasing tires of standard build and avoiding all so-called low priced tires as they usually cost the motorist considerable more before the average mileage of a good tire is obtained4 ,tires given close attention will usually give from one to two thousand more miles of service than those that do not receive prompt attention4 ,therefore1 close inspection should be made frequently for cuts1 rents1 stone bruises1 or a break in the tread which exposes the underlying fabric to wear and dampness4 ,when a break is discovered in either the tread or breaker strip1 it should be slightly enlarged and well cleaned4 ,a coat of raw rubber cement is applied and allowed to dry4 ,another coat of cement is applied1 and when this coat is fairly dry1 fill the indenture with raw rubber gum and cook for thirty minutes with a small vulcanizer4 ,the cement1 rubber1 and vulcanizer may be purchased at any accessory store for a couple of dollars4 ,tire ,care4--,always keep the garage floor clean and free from oil1 grease and gasoline1 in order that the tires may not come in contact with it or stand in it4 ,all three are deadly enemies to rubber4 ,this is easily accomplished by spreading a thin layer of sawdust or bran on the floor and dampening it4 ,this not only makes floor cleaning easy but also keeps the air moist and causes the dust to settle quickly4 ,when a tire comes in contact with either grease1 oil1 or gasoline1 it should immediately be washed with warm water and castile soap4 ,mud must not be allowed to dry and bake on the tires as it causes the rubber to loose its springy elastic qualities1 and dry-rot or rubber scurvy takes place immediately1 and the tread begins to crack and crumble4 ,tire ,chains4--,use tire chains only when they are absolutely necessary to overcome road conditions1 as the use of chains under the most ideal conditions results in a certain amount of damage to the tires1 and also causes destruction to improved roads4 ,chains are easily put on by stretching them out at the rear of the car and rolling the car on them4 ,the clamps should be placed forward in order that the contact with the road may serve to keep them closed4 ,adjust the chains to the tire loosely in order that the cross chains may work around and distribute the wear evenly4 ,cross ,chains4--,inspect the cross chains occasionally for wear and sharp edges4 ,do not use springs across the front of the wheel to hold the chains1 as they prevent the cross chains from working around on the tire and the opposite side chain is often drawn onto the tread1 and as these chains are not continuous1 the link connections wear and cut the tread exposing the underlying layers of fabric to dampness and wear4 ,tube ,care4--,when an extra tube is carried with the car shake some tire talc or soap stone on it and wrap with tissue paper4 ,it can then be carried in a small box with the tools without being damaged from vibration4 ,tube ,repairing4--,a tube should always be vulcanized to make the repair permanent2 but in case you must make a road repair and have not a vulcanizer with you1 an emergency repair can be made by sticking on a patch4 ,the surface of the tube and the patch is cleaned and roughened with a fine file or piece of emery paper4 ,a coat of cement is applied next and allowed to dry4 ,another coat of cement is applied and allowed to dry until it becomes tacky4 ,the patch is then pressed on the tube and held under pressure fifteen or twenty minutes until the cement is dry4 ,this repair will serve for a short time but should be made permanent at the first opportunity4 ,tire ,storage4--,when the car is to be stored for the winter1 the tires should be left on the wheels and deflated to thirty pounds pressure 7that is1 after they have been relieved of the weight of the car71 except in cases where the garage is cold and very damp and subjected to weather changes4 ,in this case remove the tires and hang them up in a cool dry place 7store room or cellar74 ,always remove the old valve cores from the valve stems and replace them with new ones before putting the tires back into service1 as the rubber plungers deteriorate very rapidly when inactive4 ,valve cores can be purchased at any service station in a small tin container for thirty-five to fifty cents per dozen4 ,,chapter ,,xliii ,,electrical ,,system ,,tuning ,,hints ,the average car owner usually fights shy of the electrical system4 ,this deserves attention when overhauling the car1 as well as any other part of the car1 and a few simple precautions will go a long way toward eliminating electrical troubles4 ,the entire electrical system should be gone over4 ,one of the most important things demanding inspection is the wiring4 ,it often happens that the insulation becomes chafed or worn1 through contact with other parts of the car4 ,it is1 therefore1 important to look over the wiring very carefully4 ,where there is any doubt as to the insulation being insufficient1 new wires should be used4 ,this eliminates the possibility of there being an accidental ground1 or short circuit1 rendering a part or the entire system inoperative4 ,all terminals should be gone over to determine whether they are clean and tight4 ,this is especially true of the terminals on the storage battery1 and at the point where the battery is grounded to the frame of the car if it is a single wire system4 ,the connections between the storage battery and the starting motor should be clean and free from corrosion4 ,if these connections are not tight and clean1 improper performance of the starting motor is the result4 ,apply a small amount of vaseline to the battery terminals for protection of the metal from the action of the acid fumes and prevention of corrosion4 ,it is well to have the battery inspected by a battery specialist and any necessary repairs taken care of4 ,distributor and relay points should be examined to see if they are pitted or burned4 ,if they are1 they should be smoothed down with a fine platinum file and adjusted to the proper gap4 ,it is essential that the contact points meet squarely4 ,if this is not done burning and pitting will result4 ,the generator and starting motor commutator should be examined for undue wear and high mica4 ,it may be necessary in order to insure good performance that the commutator be turned down in a lathe and the mica undercut4 ,the brushes should be properly seated by careful sanding4 ,this is especially necessary when the commutator is turned down4 ,it is desirable to have three-quarters of the brush face bearing on the commutator4 ,this can be determined by examination of the glazed area on the brush after running a short time4 ,should the starter drive be of the bendix type1 the threaded shaft and pinion should be cleaned1 and any grease which has hardened should be removed4 ,lamps should be examined4 ,dim and burned out lamps should be replaced4 ,all connections of the lighting and ignition switch should be inspected4 ,it should be noted whether the terminals are touching1 or nearly touching4 ,if any wires are rubbing thus1 entailing the possibility of a short circuit or ground1 they should be fixed4 ,electric cables that rub on sharp edges of the battery box will soon wear through the insulation from vibration of the car and a short circuit will occur that may be hard to find4 ,such parts of the wire should be well protected with adhesive tape and should be also frequently inspected4 ,high tension currents are very hard to control1 and a short or leakage often occurs where the wire is cramped4 ,the center wire works or wears through the rubber insulation causing the current to jump to the nearest metal part4 ,this kind of trouble is especially hard to locate as the outer surface of the braided insulation does not show the break4 ,it is a good plan to examine the wiring for short circuits occasionally in this manner4 ,when putting the car in at night1 close the garage door and turn out the lights1 running the motor at various speeds and gently moving each wire4 ,if there are any short or grounded circuits a brilliant spark will jump at the defective point4 ,,chapter ,,xliv ,,automobile ,,painting ,painting a car requires a great amount of patience4 ,but a fairly good job may be done by the average amateur painter1 providing the work is done carefully and exactly4 ,however1 this work should be undertaken only in a warm1 dry room where it is possible to keep an even temperature4 ,the old paint is first removed with a paint remover1 or solution which is applied to the surface and allowed to penetrate into the pores4 ,another coat is then applied4 ,the surface is then scraped with a putty knife until it is smooth and free from the old paint4 ,in some cases it may be found necessary to use a blow torch to soften the old paint4 ,after the old paint has been thoroughly removed1 the rough spots should be smoothed over with a piece of sand or emery paper1 and all counter sunk screw heads1 joinings1 and scratches filled with putty1 to make an even surface4 ,the metal primer is applied and allowed to dry4 ,a second coat consisting of equal parts of white lead1 turpentine and boiled oil is next applied and allowed to dry4 ,three or four coats of color are applied next and allowed to dry4 ,colors come in a paste form1 and may be turned into a paste by adding a little turpentine4 ,two coats of color and an equal amount of rubbing varnish are next applied in turn and rubbed with powdered pumice stone and water4 ,the car is then stripped and allowed to dry1 and the job finished by applying a coat of finishing varnish4 ,all the foreign matter and grease is removed from the running gear4 ,the rough places are scraped and rubbed with a piece of emery paper4 ,two coats of metal primer are applied and allowed to dry4 ,a coat of color varnish is applied which completes the job4 ,,chapter ,,xlv ,,carbon ,,removing ,it is necessary to remove the carbon deposits from the combustion chambers and piston heads at frequent intervals in order to maintain an economical and efficient motor4 ,there are various methods and ways of doing this without removing the casting or cylinder head2 that is1 providing regular attention is given to prevent the deposit from baking and forming in a shale which can be removed only by burning or scraping4 ,there are a number of carbon removing compounds on the market which give excellent satisfaction1 although some of these compounds may prove very harmful unless the directions are followed very carefully4 ,a great many owners use kerosene once or twice a month4 ,an ounce or two may be poured into each cylinder while they are quite warm and allowed to stand for several hours4 ,the motor is then turned over a few times which allows the kerosene to escape through the valves4 ,the particles of carbon are blown out through the muffler when the motor is started4 ,others prefer to feed it into the motor through the carburetor4 ,this is done by speeding up the motor and feeding a little at a time into the float chamber or air valve4 ,others use chloroform1 turpentine1 and alcohol in the same way4 ,the latest method is to take the car to a garage and have the carbon burnt out occasionally with a carbon dioxide flame4 ,this vaporizes and consumes the carbon and blows it out in the form of soot4 ,the flame of an acetylene welding outfit may be used successfully4 ,great care must be taken to prevent fire4 ,the carburetor is removed and the fuel line drained and tied out of range of the flame4 ,,troubles ---------------------------------------- ---------------------------- ,,trouble ,,cause ,,remedy ---------------------------------------- ---------------------------- ,motor misses ,worn piston rings ,new oversize rings ,motor misses ,pitted valve seats ,grind in valve seats ,motor misses ,loose locknut1 tappets ,adjust tappets ,motor misses ,gas4 mixture too heavy ,adjust carburetor ,motor misses ,gas4 mixture too thin ,adjust carburetor ,motor misses ,contact points worn ,adjust points ,motor misses ,loose cable connections ,connect to terminal posts ,motor misses ,cracked piston head ,replace piston ,motor misses ,cracked water jacket ,weld1 rebore cylinder ,motor heats ,poor circulation ,flush out radiator ,motor heats ,insufficient lubrication,clean oiling system ,motor heats ,excessive carbon deposit,see chapter on ,carbon ,removing ,motor heats ,cracked piston ring ,replace rings ,motor heats ,scored cylinder wall ,rebore cylinder ,motor heats ,tight main bearings ,lubricate plentifully ,motor heats ,heavy gas mixture ,adjust carburetor ,motor heats ,cylinders missing ,see ,motor ,misses ,motor heats ,worn distributor contact,replace spring on block spring ,motor back-fires ,lean mixture ,adjust carburetor ,motor back-fires ,valve open ,reseat valve1 adj4 tappet ,motor back-fires ,ignition off time ,see ignition systems ,motor fails to start,lack of gasoline ,fill tank ,motor fails to start,vacuum in fuel tank ,open air hole in cap ,motor fails to start,lack of current ,close circuit ,motor fails to start,short circuit ,tape conductor at point ,motor fails to start,discharged battery ,test with hydrometer2 have recharged ,motor fails to start,lack of fuel ,clean carburetor ,motor fails to start,lack of fuel ,clean screen at fuel entrance to vacuum system ,motor fails to start,lack of fuel ,clean pipe from vacuum system to carburetor ,motor fails to start,ignition fouled ,clean corrosion from terminals ,motor fails to start,breaker points stuck ,redress lightly with finger nail file ,motor fails to start,plugs improperly set ,close points to thickness of a dime ,motor fails to start,oil on points ,clean plugs and screw down tightly ,motor fails to start,cracked porcelain ,new plug ,motor fails to start,open valves ,grind or reset valves ,motor fails to start,valves stuck ,polish stems ,motor fails to start,weak valve springs ,replace springs ,motor fails to start,open circuit ,close switch ,motor misses ,defective spark plug ,replace ,motor misses ,disconnected wires ,connect up tightly ,motor misses ,dirty plugs ,clean ,motor misses ,poor compression ,replace gasket ,new piston rings ,motor vibrates ,loose frame connection ,draw bolts down ,motor vibrates ,pistons sticking ,increase lubrication ,motor vibrates ,pistons weight uneven ,balance evenly ,motor vibrates ,defective spark plug ,clean1 replace plug ,motor kicks ,preignition ,time ignition system ,motor kicks ,carbon1 combustion ,scrape out1 burn out chamber ,motor knock head ,wrist pin bearing loose ,give pin turn ,motor knock head ,loose connecting rod ,tighten upper bearing ,motor knock head ,valve slap ,adjust tappet ,motor knock base ,connecting rod loose ,adjust remove shim ,motor knock base ,main bearing loose ,adjust remove shim ,motor rumble ,flywheel loose ,adjust reseat ,motor rumble ,fan bearing loose ,adjust grease ,motor tipping ,fan blade strikes ,adjust bend blade radiator ,motor tapping ,tappet worn ,adjust tighten lock nut ,motor compression ,thread stretch ,tighten head bolts poor ,motor compression ,gasket burned or blown ,replace1 new gasket poor ,motor compression ,valve seat pitted ,grind1 reset valve poor ,motor compression ,valve guide worn ,replace bushing poor ,motor compression ,valve stem warped ,new valve poor ,motor compression ,piston rings lined up ,distribute openings poor ,motor compression ,cylinder wall scored ,oversize rings2 rebore poor ,universal joint ,loose sleeve connection ,tighten flange bolts noise ,universal joint ,insufficient lubrication,remove boot and pack noise with grease ,universal joint slap,worn bushings ,turn bushings end for end ,universal joint slap,worn trunion ,new bushings ,differential noise ,dry ,fill with graphite grease or #fjj ,w ,differential click ,chipped gear ,replace ,differential knock ,broken out tooth ,replace ,differential growl ,ring gear mesh too deep ,back up trifle on 7steady7 adjustment ,differential growl ,ring gear mesh too ,set up adjustment 7uneven7 loosely ,differential growl ,axle shaft sprung ,retrue1 replace 7uneven7 ,differential growl ,loose bearing retainer ,tighten nuts 7uneven7 ,brakes fail to ,rusted clevis joints ,lubricate with heavy release grease ,brakes fail to ,broken coil spring ,replace release ,brakes fail to ,stretched coil spring ,replace release ,brake clatter ,loose adjustment ,adjust ,brake clatter ,worn lining ,reline the outer band ,brake clatter ,loose release spring ,adjust ,brake squeak ,dry lining ,four or five drops of oil ,brake squeak ,burned lining ,replace ,brakes fail to grip ,lining worn down to ,replace rivet heads ,brakes fail to grip ,overly lubricated ,wash with kerosene ,brakes fail to grip ,lining worn slick ,wash with kerosene and roughen with file ,brakes fail to grip ,lining burned hard ,replace ,brakes fail to grip ,stretched rivets ,draw down ,brake rod rattle ,worn clevis pin ,replace ,brake rod rattle ,spread clevis yoke ,drive ends together ,brake rod rattle ,loose lock-nut behind ,tighten down clevis ,brake rod rattle ,brake rods strike each ,tape one rod at contact other point ,brake rod rattle ,dry connections ,lubricate with small lump of grease ,torque rod rattle ,loose connections ,adjust ,torque rod rattle ,loose coil spring ,adjust ,emergency brake ,loose joint bearing ,replace bushing lever rattle ,emergency brake ,worn plunger spring ,replace lever rattle ,gear shift lever ,worn ball socket ,lubricate with heavy rattle grease ,gear shift lever ,worn ball ,dent in socket with rattle punch ,gear shift lever ,worn alignment spring ,replace rattle blades ,gear shift lever ,worn bearing ,place thin washer at end rattle of joint ,steering wheel play ,open mesh ,set up sector ,steering wheel play ,loose bearing ,turn down cone ,steering wheel play ,worn gear tooth ,take up on eccentric bushing ,steering wheel play ,loose drag link sockets ,turn in end plug ,steering wheel ,dry ,pack with grease stiffness ,radiator heats ,poor circulation ,flush radiator ,radiator heats ,jammed tubes ,remove jam and solder in new piece tube ,radiator heats ,sediment in bottom tank ,flush out with soda solution ,radiator heats ,stopped up overflow ,run wire through ,radiator freezes ,too much radiation ,cover bottom half of radiator with cardboard ,radiator freezes ,jammed tubes ,cut out section2 solder in new piece ,radiator freezes ,sediment in bottom tank ,flush out with soda solution ,vacuum tank spouts ,dirt on vacuum valve ,clean valve gas seat ,vacuum tank ,dirt on vacuum valve ,clean valve overflows seat ,vacuum tank fails ,suction pipe from ,clean pipe manifold stopped up ,vacuum tank fails ,vacuum valve stuck ,clean valve ,vacuum tank fails ,entrance screen stopped ,remove fuel line and up clean screen ,vacuum tank fails ,loose connection at ,tighten joint manifold ,vacuum tank fails ,plugged fuel line ,run wire through ,carburetor wheeze ,choke valve out too far ,push in after starting on dash ,carburetor wheeze ,choke valve wire too ,lengthen and adjust short ,carburetor wheeze ,butterfly loose on air ,adjust and tighten valve pivot ,carburetor chokes ,dirty valve ,grind needle valves ,carburetor chokes ,sediment in bowl ,clean out bowl ,carburetor chokes ,heavy mixture ,open air valve slightly ,carburetor chokes ,water in gas ,clean out bowl ,carburetor snaps ,thin mixture ,cut down air ,carburetor snaps ,water in gas ,strain gas through chamois ,carburetor snaps ,dirt in fuel line ,run wire through ,carburetor snaps ,dirt under needle valve ,remove2 clean seat ,carburetor overflows,dirt on needle valve ,remove2 clean seat seat ,carburetor overflows,cork float 7water- ,dry in sun and shellac logged7 ,carburetor overflows,metal float punctured ,punch hole opposite leak1 blow out1 solder both ,carburetor backfires,worn intake valve ,replace bushing bushing ,carburetor backfires,defective spark plug ,replace ,carburetor backfires,pitted valve seat ,reseat ,magneto roar ,armature shaft bearings ,two drops of light oil dry in bearing well ,magneto click ,dry bearing ,two drops of light oil in bearing well ,magneto fires uneven,breaker points out of ,adjust points adjustment ,magneto fires uneven,open safety spark gap ,adjust gap to ,magneto fires uneven,condensor short ,take to service station circuited ,magneto fires uneven,distributor segments ,take to service station worn ,magneto fires uneven,distributor brush worn ,take to service station ,magneto fires uneven,distributor insulation ,take to service station cracked ,magneto fires uneven,coil short circuited ,take to service station ,distributor arm ,worn center bushing ,replace bushing wabbles ,distributor fails ,spring blade broken in ,replace blade head ,distributor fails ,worn contact point in ,cut down insulation head ,distributor fails ,oil on contact block ,clean with kerosene blade ,distributor fails ,contact points welded ,file smooth1 adjust ,distributor fails ,loose on shaft ,reset and retime ,distributor fails ,coil shorted from ,dry out thoroughly dampness ,distributor fails ,punctured condensor ,replace ,distributor fails ,secondary wire short ,replace or tape circuited ,distributor fails ,secondary wire ,connect to proper disconnected in switch terminal ,starting motor fails,corroded terminals ,clean and grease ,starting motor fails,brush loose ,tighten and adjust to even contact ,starting motor fails,terminal from battery ,clean and tape short circuited to frame ,starting motor fails,starting switch short ,cut off end of wire1 circuited make new connection ,starting motor fails,bennidict spring broken ,replace ,starting motor fails,battery discharged ,recharge battery ,generator fails to ,disconnected ,replace heavy wire charge ,generator fails to ,short circuit in cut-out,make new connection charge switch ,generator fails to ,brush out of contact ,adjust contact charge ,generator noise ,dry bearings ,lubricate with light oil ,battery discharges ,plate short circuited ,take to service station too quickly ,battery discharges ,leaky cell ,take to service station too quickly ,battery discharges ,weak solution ,take to service station too quickly ,battery discharges ,deteriorated plates ,take to service station too quickly ,battery discharges ,dry plates ,cover plates with too quickly distilled water ,battery overcharges ,insufficient use of ,burn lights and use current starter frequently ,battery heats ,overcharging ,burn lights and use starter frequently ,horn fails ,wire short circuited ,replace or tape ,horn fails ,brush making poor ,adjust brush evenly contact ,horn fails ,brush making heavy ,adjust brush lightly contact ,horn fails ,drum too tightly ,adjust through funnel adjusted ,squeaks ,body loose on frame ,tighten four retainer bolts ,squeaks ,dry springs ,lubricate with graphite grease ,squeaks ,fuel tank loose ,tighten bands ,squeaks ,radiator loose ,tighten studs ,squeaks ,drip pan loose ,compress coil springs ,squeaks ,fender irons loose ,tighten bolts ,squeaks ,upper steering shaft ,pack with heavy grease bearing dry ,rattles ,loose spring alignment ,bush and tighten clamp ,rattles ,spread rod clevis open ,draw up ends and grease ,rattles ,demountable rim lugs ,draw up or replace loose ,rattles ,door hinge screws loose ,draw up ,rattles ,door lock worn ,bush slot ,lights jar out ,wires short circuited ,tape worn insulation ,lights jar out ,weak plunger spring in ,stretch spring contact plug ,lights fail ,poor contact ,remove wire and tape insulation ,lights fail ,poor contact ,remove plugs and adjust firmly in sockets ,lights dim ,globes carboned ,replace ,lights burn with ,globe out of adjustment ,turn back into socket black spot in center firmly ,,appendix ,i ,,ford--,,model-,t ,,the ,,car1 ,,its ,,operation1 ,,and ,,care ,given in ,questions and ,answers--,this ,supplement also ,covers the #a-,ton ,truck ,q4 ,what should be done before starting the car8 ,a4 ,before trying to start the car fill the radiator 7by removing the cap at the top7 with clean fresh water4 ,if perfectly clean water cannot be obtained1 it is advisable to strain it through muslin or other similar material to prevent foreign matter from getting in and obstructing the small tubes of the radiator4 ,the system will hold approximately three gallons of water4 ,it is important that the car should not be run under its own power unless the water circulating system has been filled4 ,pour in the water until you are sure that both radiator and cylinder water jackets are full4 ,the water will run out of the overflow pipe onto the ground when the entire water system has been properly filled4 ,during the first few days that a new car is being driven it is a good plan to examine the radiator frequently and see that it is kept well filled4 ,the water supply should be replenished as often as it is found necessary to do so4 ,soft rain water1 when it is to be had in a clean state1 is superior to hard water1 which may contain alkalies and other salts which tend to deposit sediment and clog the radiator4 ,q4 ,what about gasoline8 ,a4 ,the ten gallon gasoline tank should be filled nearly full and the supply should never be allowed to get low4 ,strain the gas through chamois skin to prevent water and other foreign matter from getting into the tank4 ,dirt or water in the gasoline is sure to cause trouble4 ,when filling the tank be sure that there are no naked flames within several feet1 as the vapor is extremely volatile and travels rapidly4 ,always be careful about lighting matches near where gasoline has been spilled1 as the air within a radius of several feet is permeated with the highly explosive vapor4 ,the small vent hole in the gasoline tank cap should not be allowed to get plugged up1 as this would prevent proper flow of gasoline to the carburetor4 ,the gasoline tank may be drained by opening the pet cock in the sediment bulb at the bottom of the tank4 ,q4 ,how about the oiling system8 ,a4 ,upon receipt of the car see that a supply of medium light high-grade gas engine oil is poured into the crank case through the breather pipe at the front of the engine 7a metal cap covers it74 ,down under the car in the flywheel casing 7the reservoir which holds the oil7 you will find two pet cocks4 ,pour oil in slowly until it runs out of the upper cock4 ,leave the cock open until it stops running1 then close it4 ,after the engine has become thoroughly warmed up1 the best results will be obtained by carrying the oil at a level midway between the two cocks1 but under no circumstances should it be allowed to get below the lower cock4 ,all other parts of the car are properly oiled when it leaves the factory4 ,however1 it will be well to see that all grease cups are filled and that oil is supplied to the necessary parts4 7,see chapter on ,lubrication47 ,q4 ,how are spark and throttle levers used8 ,a4 ,under the steering wheel are two small levers4 ,the right hand 7throttle7 lever controls the amount of mixture 7gasoline and air7 which goes into the engine4 ,when the engine is in operation1 the farther the lever is moved downward toward the driver 7referred to as 8opening the throttle07 the faster the engine runs and the greater the power furnished4 ,the left hand lever controls the spark which ignites the gas in the cylinders of the engine4 ,the advancing of this lever 8advances the spark10 and it should be moved down notch by notch until the motor seems to reach its maximum speed4 ,if the lever is advanced beyond this point a dull knock will be heard in the engine4 7,see chapter on ,ignition47 ,q4 ,where should these levers be when the engine is ready to crank8 ,a4 ,the spark lever should usually be put in about the third or fourth notch of the quadrant 7the notched half circle on which the levers operate74 ,the throttle should usually be opened five or six notches4 ,a little experience will soon teach you where these levers should be placed for proper starting4 ,care should be taken not to advance the spark lever too far as the engine may 8back-kick40 ,q4 ,what else is necessary before cranking the engine8 ,a4 ,first1 see that the hand lever that comes up through the floor of the car at the left of the driver1 is pulled back as far as it will go4 ,the lever in this position holds the clutch in neutral and engages the hub brake1 thus preventing the car from moving forward when the engine is started4 ,second1 after inserting the switch key in the switch on the coil box1 throw the switch lever as far to the left as it will go1 to the point marked 8magneto40 ,this switch connects the magneto to the engine4 ,the engine cannot be started until it is on2 and the throwing off of the switch stops the engine4 ,the next step is to crank the engine4 ,q4 ,how is the engine cranked8 ,a4 ,by the lifting of the starting crank at the front of the car4 ,take hold of the handle and push it toward the car until you feel the crank ratchets engage1 then lift upward with a quick swing4 ,with a little experience this operation will become an easy matter4 ,do not as a usual thing crank downward against the compression1 for then an early explosion may drive the handle vigorously backward4 ,this does not mean1 however1 that it is advisable1 when the car is hard to start1 to occasionally 8spin0 the engine with the starting handle but be sure that the spark is retarded when spinning or cranking the engine against compression1 otherwise a sudden back-fire may injure the arm of the operator4 ,when the engine is cool it is advisable to prime the carburetor by pulling on the small wire at the lower left-hand side of the radiator while giving the engine two or three quarter turns with the starting handle4 ,q4 ,how is the engine best started in cold weather8 ,a4 ,as gasoline does not vaporize readily in cold weather1 it is naturally more difficult to start the motor under such conditions4 ,the usual method of starting the engine when cold is to turn the carburetor dash adjustment one-quarter turn to the left in order to allow a richer mixture of gasoline to be drawn into the cylinders4 ,then hold out the priming rod which projects through the radiator while you turn the crank from six to eight quarter turns in quick succession4 ,another method of starting a cold troublesome motor is as follows3 ,before you throw on the magneto switch1 7#a7 close throttle lever4 7#b7 ,hold out the priming rod while you crank several quick turns1 then let go of the priming rod1 being careful that it goes back all the way4 7#c7 ,place spark lever in about the third notch and advance throttle lever several notches4 7#d7 ,throw on switch being sure to get it on the side marked 8magneto40 7#e7 ,give crank one or two turns and the motor should start4 ,after starting the motor it is advisable to advance the spark eight or ten notches on the quadrant and let the motor run until it is thoroughly warmed up4 ,if you start out with a cold motor you will not have much power and are liable to 8stall40 ,the advantage of turning on the switch last1 or after priming1 is that when you throw on the switch and give the crank one-quarter turn you have plenty of gas in the cylinders to keep the motor running1 thereby eliminating the trouble of the motor starting and stopping4 ,after motor is warmed up turn carburetor adjustment back one-quarter turn4 ,note4 ,many drivers make a practice of stopping their engine by walking around in front of the car and pulling out on the priming rod which has the effect of shutting off the air suction and filling the cylinders full of a very rich gasoline vapor4 ,this should not be done unless the car is going to stand over night or long enough to cool off4 ,if the motor is stopped in this way and then started when hot1 starting is apt to be difficult on account of the surplus gasoline in the carburetor4 ,q4 ,how do the foot pedals operate8 ,a4 ,the first one toward the left operates the clutch1 and by it the car is started and its operations largely controlled4 ,when pressed forward the clutch pedal engages the low speed gear4 ,when halfway forward the gears are in neutral 7i4 e41 disconnected from the driving mechanism of the rear wheels71 and1 with the hand lever thrown forward the releasing of the pedal engages the high-speed clutch4 ,the right hand pedal operates the transmission brake4 ,q4 ,what function does the hand lever perform8 ,a4 ,its chief purpose is to hold the clutch in neutral position4 ,if it were not for this lever the driver would have to stop the engine whenever he left the driver's seat4 ,he would also be unable to crank the engine without the car starting forward with the first explosion4 ,when pulled back as far as it will go1 the hand lever acts as an emergency lever on the rear wheels1 by expanding the brake shoes in the rear wheel drums4 ,therefore the hand lever should be back as far as it will go when cranking the engine or when the car is at rest4 ,it should be only in a vertical position1 and not far enough backward to act as a brake on the rear wheels when the car is to be reversed4 ,when the car is operating in high or low speed the hand lever should be all the way forward4 ,q4 ,how is the car started8 ,a4 ,slightly accelerate the engine by opening the throttle4 ,place the foot on the clutch pedal1 and thereby hold the gears in a neutral position while throwing the hand lever forward4 ,then to start the car in motion1 press the pedal forward into low speed and when under sufficient headway 7#bj to #cj feet71 allow the pedal to drop back slowly into high speed1 at the same time partially closing the throttle which will allow the engine to pick up its load easily4 ,with a little practice the change of speeds will be easily accomplished1 and without any appreciable effect on the smooth running of the machine4 ,q4 ,how is the car stopped8 ,a4 ,partially close the throttle4 ,release the high speed by pressing the clutch pedal forward into neutral4 ,apply the foot brake slowly but firmly until the car comes to a dead stop4 ,do not remove the foot from the clutch pedal without first pulling the hand lever back to neutral position1 or the engine will stall4 ,to stop the motor1 open the throttle a trifle to accelerate the motor and then throw off the switch4 ,the engine will then stop with the cylinders full of gas1 which will naturally facilitate starting4 ,endeavor to so familiarize yourself with the operation of the car that to disengage the clutch and apply the brake becomes practically automatic1 the natural thing to do in case of emergency4 ,q4 ,how is the car reversed8 ,a4 ,it must be brought to a dead stop4 ,with the engine running1 disengage the clutch with the hand lever and press the reverse pedal forward with the left foot1 the right foot being free to use on the brake pedal if needed4 ,do not bring the hand lever back too far or you will set the brakes on the rear wheels4 ,experienced drivers ordinarily reverse the car by simply holding the clutch pedal in neutral with the left foot1 and operating the reverse pedal with the right4 ,q4 ,how is the spark controlled8 ,a4 ,by the left hand lever under the steering wheel4 ,good operators drive with the spark lever advanced just as far as the engine will permit4 ,but if the spark is advanced too far a dull knock will be heard in the motor1 due to the fact that the explosion occurs before the piston in the engine has completed its compression stroke4 ,the best results are obtained when the spark occurs just at the time that piston reaches its highest point of travel1 the gas being then at its highest point of compression4 ,the spark should only be retarded when the engine slows down on a heavy road or steep grade1 but care should be exercised not to retard the spark too far1 for when the spark is 8late0 instead of getting a powerful explosion1 a slow burning of gas with excessive heat will result4 ,learn to operate the spark as the occasion demands4 ,the greatest economy in gasoline consumption is obtained by driving with the spark advanced sufficiently to obtain the maximum speed4 ,q4 ,how is speed of car controlled8 ,a4 ,the different speeds required to meet road conditions are obtained by opening or closing the throttle4 ,practically all the running speeds needed for ordinary travel are obtained on high gear1 and it is seldom necessary to use the low gear except to give the car momentum in starting4 ,the speed of the car may be temporarily slackened in driving through crowded traffic1 turning corners1 etc41 by 8slipping the clutch10 i4 e41 pressing the clutch pedal forward into neutral4 ,q4 ,is it advisable for owners to make their own adjustments8 ,a4 ,the ,ford is the simplest of all cars4 ,most of the ordinary adjustments an owner will soon learn to make for himself4 ,but we must strongly recommend that when it becomes necessary to employ the services of a mechanic1 the car be taken to a ,ford mechanic--one of our own representatives who thoroughly understands the car--and who will have no motive for running up useless repair bills4 ,the entire ,ford organization is interested in keeping every individual ,ford car in constant operation1 at the lowest possible cost4 ,we have known of much damage done to many cars by unskilled repair men4 ,q4 ,what attention does the car need8 ,a4 ,remember that a new machine requires more careful attention during the first few days it is being driven than after the parts have become thoroughly 8worked in40 ,the car which is driven slowly and carefully when new usually gives the most satisfactory service in the end4 ,never start out with your car until you are sure that it has plenty of oil and water4 ,frequently inspect the running gear4 ,see that no unnecessary play exists in either front or rear wheels1 and that all bolts and nuts are tight4 ,make a practice of taking care of every repair or adjustment as soon as its necessity is discovered4 ,this attention requires but little time and may avoid delay or possible accident on the road4 ,we aim to deliver the car in proper mechanical adjustment4 ,afterwards it is plainly the duty of the driver to keep it in that condition4 ,,ii ,,the ,,ford ,,engine ,q4 ,what is the principle of the gasoline driven engine8 ,a4 ,gasoline when mixed with air and compressed is highly explosive4 ,an explosion is a violent expansion caused by instantaneous combustion of confined gases4 ,in the gasoline engine the mixture is drawn into the cylinder1 where it is compressed by an advancing piston and then exploded by an electric spark1 which sends the piston violently downward1 and through the connecting rod imparts a rotary motion to the crank shaft4 7,see cut ,no4 #adg47 ,q4 ,what are functions of the pistons8 ,a4 ,on the downward stroke the suction of the piston draws the fresh gas from the carburetor1 through the inlet pipe and valve1 into the cylinder4 ,the upward movement of the piston compresses the gas into a very small space1 between the top of the piston and the depression in the cylinder head1 known as the 8combustion chamber40 7,the compressed gases inert a pressure of approximately #fj pounds to the square inch47 ,at this point the electric spark1 generated by the magneto1 explodes the gas-driving piston downward1 thus producing the power which turns the crank shaft4 ,on the next stroke upward the piston drives the exploded gas out through the exhaust valve and pipe to the muffler4 ,the accompanying cut shows clearly the relative positions of the pistons and valves during the different strokes4 ,q4 ,how is the connecting rod removed8 ,a4 ,it is a vanadium steel rod connecting piston and crank shaft4 ,should the babbitt bearing become worn1 or burned out through lack of oil1 a knocking in the engine will result1 in which case the entire connecting rod should be replaced4 ,to make this replacement1 7#a7 drain oil from crank case2 7#b7 take off cylinder head2 7#c7 remove detachable plate on bottom of crank case2 7#d7 disconnect connecting rod from crank shaft2 7#e7 take piston and rod out through top of cylinder4 ,illustration3 ,exhaust ,valve ,spark ,plug ,exhaust and ,intake ,pipe ,clamp ,cylinder ,head ,bolt ,top ,water ,connection ,intake ,valve ,water ,chamber ,comp4 ,chamber ,reverse ,pedal ,piston ,ring ,cylinder ,head ,fan ,crank ,handle ,clutch ,pedal ,piston ,exhaust ,manifold ,grease ,cup ,brake ,pedal ,magneto ,contact ,fan ,bracket ,transmission ,cover ,magneto ,contact ,point ,intake ,pipe ,fan ,bracket ,bolt ,bracket ,pipe ,triple ,gear ,fan ,belt ,adjusting ,nut ,large ,time ,gear ,reverse ,band ,commutator ,slow ,speed ,band ,com4 ,wire ,terminal ,brake ,band ,starting ,pin ,driving ,plate ,drive ,pulley ,starting ,crank ,starting ,crank ,spring ,cam ,shaft ,front ,bearing ,starting ,crank ,sleeve ,starting ,crank ,ratchet ,clutch ,spring ,push ,rod ,small ,time ,gear ,clutch ,release ,fork ,cam ,shaft ,rear ,bearing ,crank ,case ,oil ,tube ,crank ,shaft ,front ,bearing ,clutch ,release ,ring ,magneto ,crank ,shaft ,rear ,bearing ,crank ,shaft ,center ,bearing ,valve ,spring ,clutch ,shift ,magneto ,support ,magneto ,coil ,support ,crank ,shaft ,cam ,shaft ,clutch ,finger ,magneto ,clamp ,magneto ,coil ,connecting ,rod ,oil ,level ,flywheel ,oil ,cocks ,oil ,drain ,plug ,fig4 #adg4 ,ford ,motor--,sectional ,view ,q4 ,what is the valve arrangement8 ,a4 ,one intake and one exhaust valve are located in each cylinder4 ,the former admits the fresh gas drawn from the carburetor through the inlet pipe1 the latter permits the exploded gas to be driven out through the exhaust pipe4 ,the valves are alternately opened and closed 7see ,fig4 #adh7 by the cams on the cam shaft striking against push rods which in turn lift the valves from their seats4 ,illustration3 ,intake ,stroke ,exhaust ,valve ,closed ,intake ,valve ,open ,exhaust ,valve ,closed ,intake ,valve ,closed ,explosion ,stroke ,compression ,stroke ,intake ,valve ,closed ,exhaust ,valve ,closed ,intake ,valve ,closed ,exhaust ,valve ,open ,exhaust ,stroke ,push ,rod ,large ,time ,gear ,comm4 ,brush ,assb4 ,zero ,marks on ,time ,gear ,small ,time ,gear ,crank ,shaft ,cam ,shaft ,exhaust ,cam ,connecting ,rod ,intake ,cam ,fig4 #adh4 ,ford ,motor--,valve and ,cylinder ,assembly ,q4 ,what about valve timing8 ,a4 ,in timing the engine the points of opening and closing of the valves are1 of course1 what should be considered4 ,as the valves are properly timed at the factory when the engine is built1 the necessity for retiming would occur only when such parts as the cam shaft1 time gears1 or valves were removed in overhauling the engine4 ,in fitting the large time gear to the cam shaft it is important to see that the first cam points in a direction opposite to the zero mark 7see ,fig4 #adh74 ,the time gears must also mesh so that the tooth marked 7#j7 on the small time gear will come between the two teeth on the large gear at the zero point4 ,the time gears now being properly set1 the exhaust valve on ,no4 #a cylinder is open and the intake valve closed1 the other valves being in the position indicated in cut ,no4 #adh4 ,the opening and closing of the valves are as follows3 ,the exhaust valve opens when the piston reaches of bottom center1 the distance from the top of the piston head to the top of the cylinder casting measuring #c4 ,the exhaust valve will close on top center1 the piston being above the cylinder casting4 ,the intake valve opens after the top center and closes after bottom center1 the distance from the top of the piston to the top of the cylinder casting measuring #c ,the clearance between the push rod and the valve stem should never be greater than nor less than 4 ,the correct clearance is naturally halfway between these two measurements4 ,the gap should be measured when the push rod is on the heel of the cam4 ,q4 ,what about the care of the valves8 ,a4 ,they seldom get out of order1 but they do get dirty as a result of carbon collecting on the valve seats4 ,these carbon deposits1 by preventing proper closing of the valves1 permit the gases under compression to escape1 resulting in loss of power and uneven running of the motor4 ,if1 when turning the engine over slowly1 there is lack of resistance in one or more cylinders1 it is probable that the valves need regrinding4 ,as the 8life0 of the engine depends largely upon the proper seating of the valves1 it is necessary that they be ground occasionally4 ,q4 ,how are valves removed for grinding8 ,a4 7#a7 ,draining radiator2 7#b7 remove cylinder head2 7#c7 remove the two valve covers on the right side of the engine2 7#d7 raise the valve spring with lifting tool and pull out the little pin under the valve seat4 ,the valve may then be lifted out by the head1 preparatory to grinding4 ,q4 ,how are valves ground8 ,a4 ,for this work use a good grinding paste of ground glass and oil procurable from auto supply houses4 ,a convenient way is to put a small amount in a suitable dish1 adding a spoonful or two of kerosene and a few drops of lubricating oil to make a thin paste4 ,place the mixture sparingly on the bevel face of the valve4 ,put the valve in position on the valve seat1 and rotate it back and forth 7about a quarter turn7 a few times with a ,ford grinding tool4 ,then lift slightly from the seat1 change the position and continue the rotation1 and keep on repeating this operation until the bearing surface is bright and smooth4 ,the valve should not be turned through a complete rotation1 as this is apt to cause scratches running around the entire circumference of the valve and seat4 ,when the grinding is completed the valve should be removed from the cylinder1 thoroughly washed with kerosene1 and the valve seat wiped out thoroughly4 ,extreme care should be taken that no abrasive substance gets into the cylinders or valve guides4 ,this can be avoided if the grinding paste is applied sparingly on the bevel face of the valve4 ,if the valve seat is worn badly or smeared1 it is best to have it reseated with a valve seating tool4 ,this operation requires considerable skill1 and perhaps had better be done by an expert mechanic4 ,care should be exercised against making too deep a cut1 necessitating the retiming of the valve4 ,q4 ,what should be done when the valves and push rods are worn8 ,a4 ,when the valves and push rods become worn so as to leave too much play between them1 thus reducing the lift of the valves and diminishing the power of the motor1 it is best to replace the push rods with new ones4 ,the clearance between the push rod and the valve stem should never be greater than nor less than 4 ,if the clearance is greater1 the valve will open late and close early1 resulting in uneven running of the motor4 ,if the clearance is less than there is danger of the valve remaining partially open all the time4 ,if replacing the push rod does not give the proper clearance1 the valve should also be replaced4 ,we do not recommend drawing out the valve stem1 as the operation required1 and the price of a new part does not warrant the time and expense necessary to properly do the work4 ,q4 ,what about valve springs8 ,a4 ,when the valves fail to seat themselves properly1 there is a possibility that the springs may be weak or broken4 ,a weak inlet spring would probably not affect the running of the engine1 but weakness in the exhaust valve spring causes a very uneven action1 which is difficult to locate4 ,the symptoms are a lag in the engine due to the exhaust valve not closing instantaneously1 and as a result a certain per cent4 of the charge under compression escapes1 greatly diminishing the force of the explosion4 ,weakness in a valve spring can usually be detected by the following method3 ,remove the plate which encloses them at the side of the cylinder and insert a screw driver between the coils of the spring while the engine is running4 ,if the extra tension thus produced causes the engine to pick up speed1 the spring is obviously weak and should be replaced by a new one4 ,q4 ,what causes 8knocking0 in the engine8 ,a4 ,there are several causes which may be enumerated as follows3 7#a7 carbon knock1 which is by far the most common1 resulting from carbonizing of cylinders2 7#b7 knock caused by a too advanced spark2 7#c7 connecting rod knock2 7#d7 crank shaft main bearing knock2 7#e7 knock due to loose fitting piston or broken ring2 7#f7 knock caused by piston striking the cylinder head gasket4 ,when the engine knocks from any cause whatsoever1 the matter should be promptly investigated by an experienced mechanic and the difficulty corrected4 ,q4 ,how may the different knocks be distinguished8 ,a4 7#a7 ,the carbon knock is a clear hollow sound most noticeable in climbing sharp grades1 particularly when the engine is heated4 ,it is also indicated by a sharp rap immediately on advancing the throttle4 7#b7 ,too advanced spark will be indicated by a dull knock in the motor4 7#c7 ,the connecting rod knock sound is like the distant tapping of steel with a small hammer1 and is readily distinguished when the car is allowed to run idly down grade or upon speeding the car to twenty-five miles an hour1 then suddenly closing the throttle1 the tapping will be very distinct4 7#d7 ,the crank shaft main bearing knock can be distinguished as a dull thud when the car is going up hill4 7#e7 ,the loose piston knock is heard only upon suddenly opening the throttle1 when the sound produced might be likened to a rattle4 ,the remedies for these knocks are treated under their proper divisions4 ,q4 ,how is carbon removed from the combustion chamber8 ,a4 ,first1 drain the water off by opening the pet cock at the bottom of the radiator2 then disconnect the wires at the top of the motor and also the radiator connection attached to the radiator4 ,remove the #ae cap screws which hold the cylinder head in place4 ,take off the cylinder head and1 with a putty knife or screw driver1 scrape from the cylinder and piston heads the carbonized matter1 being careful to prevent the specks of carbon from getting into the cylinders or bolt holes4 ,in replacing the cylinder head gasket turn the motor over so that ,no4 #a and ,no4 #d pistons are at top center2 place the gasket in position over the pistons and then put the cylinder head in place4 ,be sure and draw the cylinder head bolts down evenly 7i4 e41 give each bolt a few turns at a time74 ,do not tighten them on one end before drawing them up at the other4 ,q4 ,how are spark plugs cleaned8 ,a4 ,after removing the plug from the engine the points may be cleaned with an old tooth brush dipped in gasoline4 ,however1 to do the work thoroughly1 the plug should be taken apart by securing the large hexagon steel shell in a vise and loosening the pack nut which holds the porcelain in place4 ,the carbon deposits can then be easily removed from the porcelain and shell with a small knife4 ,care should be exercised not to scrape off the glazed surface of the porcelain1 otherwise it will be apt to carbonize quickly4 ,the porcelain and other parts should be finally washed in gasoline and wiped dry with a cloth4 ,in assembling the plug care should be taken to see that the pack nut is not tightened too much so as to crack the porcelain1 and the distance between the sparking points should be 1 about the thickness of a smooth dime4 ,dirty plugs usually result from an excess of oil being carried in the crank case1 or from using oil of poor quality4 ,q4 ,how is the power plant removed from the car8 ,a4 7#a7 ,drain the water out of the radiator and disconnect the radiator hose4 7#b7 ,disconnect the radiator stay rod which holds it to the dash4 7#c7 ,take out the two bolts which fasten the radiator to the frame and take radiator off4 7#d7 ,disconnect the dash at the two supporting brackets which rest on the frame4 7#e7 ,loosen the steering post bracket1 fastened to the frame1 when the dash and steering gear may be removed as one assembly1 the wires first having been disconnected4 7#f7 ,take out the bolts holding the front radius rods in the socket underneath the crank case4 7#g7 ,remove the four bolts at the universal joint4 7#h7 ,remove pans on either side of cylinder casting and turn off gasoline2 disconnect feed pipe from carburetor4 7#i7 ,disconnect exhaust manifold from exhaust pipe by uncovering large brass pack nut4 7#aj7 ,take out the two cap screws which hold the crank case to the front frame4 7#aa7 ,remove the bolts which hold the crank case arms to the frame at the side4 ,then pass a rope through the opening between the two middle cylinders and tie in a loose knot4 ,through the rope pass a 8#b by #d10 or stout iron pipe about ten feet long1 and let a man hold each end2 let a third man take hold of the starting crank handle1 when the whole power plant can be lifted from the car to the work bench for adjustment4 ,q4 ,how are the connecting rod bearings adjusted8 ,a4 ,connecting rod bearings may be adjusted1 without taking out the engine1 by the following method3 7#a7 ,drain off the oil2 7#b7 ,remove plate on bottom of crank case1 exposing connecting rods2 7#c7 ,take off the first connecting rod cap1 and drawfile the ends a very little at a time2 7#d7 ,replace cap1 being careful to see that punch marks correspond1 and tighten bolts until it fits shaft snugly2 7#e7 ,test tightness of bearing by turning engine over with the starting handle4 ,experienced mechanics usually determine when the bearing is properly fitted by lightly tapping each side of the cap with a hammer2 7#f7 then loosen the bearing and proceed to fit the other bearings in the same manner2 7#g7 after each bearing has been properly fitted and tested1 then tighten the cap bolts and the work is finished4 ,remember that there is a possibility of getting the bearings too tight1 and under such conditions the babbitt is apt to cut out quickly1 unless precaution is taken to run the motor slowly at the start4 ,it is a good plan after adjusting the bearings to jack up the rear wheels and let the motor run slowly for about two hours 7keeping it well supplied with water and oil7 before taking it out on the road4 ,whenever possible these bearings should be fitted by an expert ,ford mechanic4 ,worn connecting rods may be returned1 prepaid1 to the nearest agent or branch house for exchange at a price of #ge cents each to cover the cost of rebabbitting4 ,it is not advisable for any owner or repair shop to attempt the rebabbitting of connecting rods or main bearings1 for without a special jig in which to form the bearings1 satisfactory results will not be obtained4 ,the constant tapping of a loose connecting rod on the crank shaft will eventually produce crystallization of the steel1 resulting in broken crank shaft and possibly other parts of the engine damaged4 ,q4 ,how are the crank shaft main bearings adjusted8 ,a4 ,should the stationary bearings in which the crank shaft revolves become worn 7evidenced by a pounding in the motor7 and need replacing or adjustment1 proceed as follows3 7#a7 ,after the engine has been taken out of the car1 remove crank case1 transmission cover1 cylinder head1 pistons1 connecting rods1 transmission and magnetic coils4 ,take off the three babbitted caps and clean the bearing surfaces with gasoline4 ,apply ,persian blue or red lead to the crank shaft bearing surfaces1 which will enable you1 in fitting the caps1 to determine whether a perfect bearing surface is obtained4 7#b7 ,place the rear cap in position and tighten it up as much as possible without stripping the bolt threads4 ,when the bearing has been properly fitted1 the crank will permit moving with one hand4 ,if the crank shaft cannot be turned with one hand1 the contact between the bearing surface is evidently too close1 and the cap requires ohming up1 one or two brass lines usually being sufficient4 ,in case the crank shaft moves too easily with one hand1 the shims should be removed and the steel surface of the cap filed off1 permitting it to set closer4 7#c7 ,after removing the cap1 observe whether the blue or red 8spottings0 indicate a full bearing the length of the cap4 ,if 8spottings0 do not show a true bearing1 the babbitt should be scraped and the cap refitted until the proper results are obtained4 7#d7 ,lay the rear cap aside and proceed to adjust the center bearing in the same manner4 ,repeat the operation with the front bearing1 with the other two bearings laid aside4 7#e7 ,when the proper adjustment of each bearing has been obtained1 clean the babbitt surface carefully and place a little lubricating oil on the bearings1 also on the crank shaft2 then draw the caps up as closely as possible1 the necessary shims1 of course1 being in place4 ,do not be afraid of getting the cap bolts too tight1 as the shim under the cap and the oil between the bearing surfaces will prevent the metal being drawn into the close contact4 ,if oil is not put on the bearing surfaces1 the babbitt is apt to cut out when the motor is started up before the oil in the crank case can get into the bearing4 ,in replacing the crank case and transmission cover on the motor1 it is advisable to use a new set of felt gaskets to prevent oil leaks4 ,,iii ,,the ,,ford ,,cooling ,,system ,q4 ,how is the engine cooled8 ,a4 ,the heat generated by the constant explosions in the engine would soon overheat and ruin the engine were it not cooled by some artificial means4 ,the ,ford engine is cooled by the circulation of water in jackets around the cylinders4 ,the heat is extracted from the water by its passage through the thin metal tubing of the radiator1 to which are attached scientifically worked out fins1 which assist in the rapid radiation of the heat4 ,the fan1 just back of the radiator1 sucks the air around the tubing through which the air is also driven by the forward movement of the car4 ,the belt should be inspected frequently and tightened by means of the adjusting screw in the fan bracket when necessary4 ,it should not be too tight1 however4 ,take up the slack till the fan starts to bind when turned by hand4 ,q4 ,how does the water circulate8 ,a4 ,the cooling apparatus of the ,ford car is known as the thermo-syphon system4 ,it acts on the principle that hot water seeks a higher level than cold water4 ,consequently when the water reaches a certain heat1 approximately #ahj degrees ,fahrenheit1 circulation commences and the water flows from the lower radiator outlet pipe up through the water jackets1 into the upper radiator water tank1 and down through the tubes to the lower tank1 to repeat the process4 ,q4 ,what are the causes of overheating8 ,a4 7#a7 ,carbonized cylinders2 7#b7 too much driving on low speed2 7#c7 spark retarded too far2 7#d7 poor ignition2 7#e7 not enough or poor grade oil2 7#f7 racing motor2 7#g7 clogged muffler2 7#h7 improper carburetor adjustment2 7#i7 fan not working properly on account of broken or slipping belt2 7#aj7 improper circulation of water due to clogged or jammed radiator tubes1 leaky connections or low water4 ,q4 ,what should be done when the radiator overheats8 ,a4 ,keep the radiator full4 ,do not get alarmed if it boils occasionally1 especially in driving through mud and deep sand or up long hills in extremely warm weather4 ,remember that the engine develops the greatest efficiency when the water is heated nearly to the boiling point4 ,but if there is persistent overheating when the motor is working under ordinary conditions1 find the cause of the trouble and remedy it4 ,the chances are that the difficulty lies in improper driving or carbonized cylinders4 ,perhaps twisting the fan blades at a greater angle to produce more suction may bring desired results4 ,by reference to the proper division of this book each of the causes which contribute to an overheated radiator is treated and remedies suggested4 ,no trouble can result from the filling of an overheated radiator with cold water1 providing the water system is not entirely empty1 in which case the motor should be allowed to cool before the cold water is introduced4 ,q4 ,how about cleaning the radiator8 ,a4 ,the entire circulation system should be flushed out occasionally4 ,to do this properly1 the radiator inlet and outlet hose should be disconnected1 and the radiator flushed out by allowing the water to enter the filler neck at ordinary pressure1 from whence it will flow down through the tubes and out at the drain cock and hose4 ,the water jackets can be flushed out in the same manner4 ,simply allow the water to enter into the cylinder head connections and to flow through the water jackets and out at the side inlet connection4 ,q4 ,will the radiator freeze in winter8 ,a4 ,yes2 unless an anti-freezing solution is used in the circulating system you are bound to experience trouble4 ,as the circulation does not commence until the water becomes heated1 it is apt to freeze at low temperature before it commences to circulate4 ,in case any of the radiator tubes happen to be plugged or jammed they are bound to freeze and burst open if the driver undertakes to get along without using a non-freezing solution4 ,wood or denatured alcohol can be used to good advantage4 ,the following table gives the freezing points of solutions containing different percentages of alcohol3 #bj solution freezes at #ae degrees above zero4 #cj solution freezes at #h degrees below zero4 #ej solution freezes at #cd degrees below zero4 ,a solution composed of #fj water1 #aj glycerine and #cj alcohol is commonly used1 its freezing point being about #h degrees below zero4 ,on account of evaporation fresh alcohol must be added frequently in order to maintain the proper solution4 ,q4 ,how are leaks and jams in the radiator repaired8 ,a4 ,a small leak may be temporarily repaired by applying brown soap or white lead1 but the repair should be made permanent with solder as soon as possible4 ,a jammed radiator tube is a more serious affair4 ,while the stopping of one tube does not seriously interfere with the circulation1 it is bound to cause trouble sooner or later1 and the tube will freeze in cold weather4 ,cut the tube an inch above and below the jam and insert a new piece1 soldering the connections4 ,if the entire radiator is badly jammed or broken it would probably be advisable to install a new one4 ,,iv ,,the ,,gasoline ,,system ,q4 ,how does the carburetor work8 ,a4 ,the carburetor is of the automatic float feed type1 having but one adjustment1 the gasoline needle valve4 ,the cross-section diagram of carburetor 7,fig4 #adi7 shows how the gasoline enters the carburetor1 is vaporized by a current of air and passes through the inlet pipe to the engine in the form of an explosive mixture4 ,the gasoline1 entering the bowl of the carburetor1 gradually raises the float to a point where the inlet needle is forced upwards into its seat1 thus cutting off the flow of gasoline4 ,as the gasoline in the bowl recedes1 the float lowers1 allowing the needle to drop from its seat and the flow of gasoline is resumed4 ,it is plain to see that a constant level of gasoline is maintained in the carburetor by the automatic action of float and needle4 ,the quantity of gasoline entering into the mixture is governed by the needle valve 7see following page74 ,the volume of gas mixture entering the inlet pipe is controlled by opening and closing the throttle1 according to the speed desired by the driver4 ,illustration3 ,gasoline ,tank ,inlet ,pipe ,needle ,valve ,needle ,valve ,lock ,screw ,air ,gate ,lever ,throttle ,lever ,clamp ,screw ,screen 7,gasoline ,strainer7 ,air ,current ,throttle ,stop ,screw ,air ,intake ,gate ,throttle ,gate ,stop ,cock ,cork ,float ,gasoline ,inlet ,needle ,sediment ,bulb ,feed ,pipe ,carburetor ,drain ,cock ,sediment ,bulb ,drain ,cock ,fig4 #adi4 ,ford ,fuel ,system ,q4 ,why is carburetor adjustment placed on dash8 ,a4 ,for the convenience of the driver in adjusting the carburetor4 ,after the new car has become thoroughly worked in1 the driver should observe the angle of the carburetor adjustment rod at which the engine runs most satisfactorily4 ,in cold weather it will probably be found necessary to turn the dash adjustment one-quarter turn to the left1 particularly in starting a cold engine4 ,as gasoline vaporizes readily in warm weather1 the driver will find it economical to reduce the quantity of gasoline in the mixture by turning the carburetor adjustment to the right as far as possible without reducing the speed4 ,this is particularly true when taking long drives where conditions permit a fair rate of speed to be maintained1 and accounts for the excellent gasoline mileage obtained by good drivers4 ,q4 ,what is meant by a 8lean0 and a 8rich0 mixture8 ,a4 ,a lean mixture has too much air and not enough gasoline4 ,a rich mixture has too much gasoline and not enough air4 ,a rich mixture will not only quickly cover the cylinders1 pistons and valves with soot1 but will tend to overheat the cylinders1 and is likewise wasteful of the fuel4 ,it will often choke the engine and cause misfiring at slow speeds1 although at high speeds the engine will run perfectly4 ,the mixture should be kept as lean as possible without the sacrifice of any of the power of the motor4 ,a lean mixture will often result in backfiring through the carburetor1 for the reason that the gas burns slowly in the cylinder1 and is still burning when the inlet valve opens again1 which causes the gas in the intake to ignite4 ,a rich mixture is shown by heavy1 black exhaust smoke with a disagreeable smell4 ,proper mixture will cause very little smoke or odor4 ,q4 ,how is the carburetor adjusted8 ,a4 ,the usual method of regulating the carburetor is to start the motor1 advancing the throttle lever to about the sixth notch1 with the spark retarded to about the fourth notch4 ,the flow of gasoline should now be cut off by screwing the needle valve down to the right until the engine begins to misfire4 ,then gradually increase the gasoline feed by opening the needle valve until the motor picks up and reaches its highest speed and no trace of black smoke comes from the exhaust4 ,whenever it is necessary to turn the adjusting needle down more than a quarter turn below its normal position1 the lock nut on the top of the carburetor at the point through which the needle passes should first be loosened1 as otherwise it is impossible to tell when the needle is turned down in its seat too far4 ,turning the needle down too tightly will result in its becoming grooved and the seat enlarged4 ,when those parts are damaged it is difficult to maintain proper adjustment of the carburetor4 ,having determined the point where the motor runs at its maximum speed1 the needle valve lock nut should be tightened to prevent the adjustment being disturbed4 ,for average running a lean mixture will give better results than a rich one4 ,q4 ,why does water clog the carburetor8 ,a4 ,the presence of water in the carburetor or gasoline tank1 even in small amounts1 will prevent easy starting and the motor will misfire and stop4 ,as water is heavier than gasoline it settles to the bottom of the tank and into the sediment bulb along with other foreign matters4 ,as it is difficult nowadays to get gasoline absolutely free from impurities1 especially water1 it is advisable to frequently drain the sediment bulb under the gasoline tank4 ,during cold weather the water which accumulates in the sediment bulb is likely to freeze and prevent the flow of gas through the pipe leading to the carburetor4 ,should anything of this kind happen it is possible to open the gasoline line by wrapping a cloth around the sediment bulb and keeping it saturated with hot water for a short time4 ,then the water should be drained off4 ,in event of the water getting down into the carburetor and freezing1 the same treatment may be applied4 ,q4 ,what makes the carburetor leak8 ,a4 ,the flow of gasoline entering the carburetor through the feed pipe is automatically regulated by the float needle raising and lowering in its seat4 ,should any particle of dirt become lodged in the seat1 which prevents the needle from closing1 the gasoline will overflow in the bowl of the carburetor and leak out upon the ground4 ,q4 ,what should be done when there is dirt in the carburetor8 ,a4 ,the spraying nozzle of the carburetor having a very small opening1 a minute particle of dirt or other foreign matter will clog up the orifice4 ,the result is that the motor will begin to misfire and slow down as soon as it has attained any considerable speed4 ,this is accounted for by the fact that at high speeds the increased suction will draw the particles of dust1 etc41 into the nozzle4 ,by opening the valve needle half a turn and giving the throttle lever two or three quick pulls the dirt or sediment will often be drawn through1 when the needle may be turned back to its original place4 ,if this does not accomplish the purpose1 the carburetor should be drained4 ,q4 ,if the engine runs too fast or chokes with throttle retarded1 what is to be done8 ,a4 ,if the engine runs too fast with throttle fully retarded1 unscrew the carburetor throttle lever adjusting screw until the engine idles at suitable speed4 ,if the motor chokes or stops when throttle is fully retarded1 the adjusting screw should be screwed until it strikes the boss1 preventing the throttle from closing too far4 ,when proper adjustment has been made1 tighten lock screw so that adjustment will not be disturbed4 ,q4 ,what is the purpose of the hot air pipe8 ,a4 ,it takes the hot air from around the exhaust pipe and conducts it to the carburetor where the heat facilitates the vaporizing of the gasoline4 ,it is usually advisable to remove this pipe in the hot season1 but it is an absolutely necessary feature during cold weather4 ,q4 ,what is the purpose of the cork float8 ,a4 ,it automatically controls the flow of gasoline into the carburetor4 ,if it floats too low1 starting will be difficult2 if too high1 the carburetor will flood and leak4 ,a cork float which has become fuel soaked should be removed and replaced by a new one or thoroughly dried and then given a couple of coats of shellac varnish to make it waterproof4 ,q4 ,should priming rod be used in cranking when motor is warm8 ,a4 ,no4 ,the carburetor does not ordinarily require priming when the motor is warm1 and cranking with the rod pulled out is apt to 8flood0 the engine with an over rich mixture of gas1 which does not readily explode4 ,this naturally causes difficulty in starting4 ,if you should accidentally flood the engine1 turn the carburetor adjusting needle down 7to the right7 until it seats2 then turn the engine over a few times with the starting crank in order to exhaust the rich gas4 ,as soon as the motor starts1 turn back the needle to the left and readjust the carburetor4 ,v ,,the ,,ford ,,ignition ,,system ,q4 ,what is the purpose of the ignition system8 ,a4 ,it furnishes the electric spark which explodes the charge in the combustion chamber1 thus producing the power which runs the engine4 ,it is important that the charge be correctly ignited at the proper time1 in order to obtain satisfactory results in running the car4 ,in the ,ford car the ignition system is as simple as it is possible for human invention to make it4 ,q4 ,how does the magneto generate the current8 ,a4 ,in revolving at the same rate of speed as the motor1 the magnets on the flywheel passing the stationary coil spools create an alternating low tension electric current in coils of wire which are wound around spools fastened to the stationary part of the magneto1 and is carried from these coils to the magneto connection 7wire7 leading to the coil box on the dash4 ,q4 ,should the coil vibrator adjustment be disturbed8 ,a4 ,the present style of coil unit is properly adjusted when it leaves the factory and this adjustment should not be disturbed unless to install new points or to reduce the gap between the points which may have increased from wear4 ,when adjustments are necessary they should1 whenever possible1 be made by one of the ,ford service stations who have special equipment for testing and adjusting units and will gladly furnish expert service4 ,if the points are pitted they should be filed flat with a fine double-faced file and the adjusting thumb nut turned down so that with the spring held down the gap between the points will be a trifle less than of an inch4 ,then set the lock nut so that the adjustment cannot be disturbed4 ,do not bend or hammer on the vibrators1 as this would affect the operation of the cushion spring of the vibrator bridge and reduce the efficiency of the unit4 ,q4 ,how is a weak unit detected8 ,a4 ,with the vibrators properly adjusted1 if any particular cylinder fails or seems to develop only a weak action1 change the position of the unit to determine if the fault is actually in the unit4 ,the first symptom of a defective unit is the buzzing of the vibrator with no spark at the plug4 ,remember that a loose wire connection1 faulty spark plug1 or worn commutator may cause irregularity in the running of the motor4 ,these are points to be considered before laying the blame on the coil4 ,q4 ,how may short circuit in commutator wiring be detected8 ,a4 ,should the insulation of the primary wires 7running from coil to commutator7 become worn to such an extent that the copper wire is exposed1 the current will leak out 7i4 e41 short circuit7 whenever contact with the engine pan or other metal parts is made4 ,a steady buzzing of one of the coil units will indicate a 8short0 in the wiring4 ,when driving the car the engine will suddenly lag and pound on account of the premature explosion4 ,be careful not to crank the engine downward against compression when the car is in this condition1 as the 8short0 is apt to cause a vigorous kick back4 ,q4 ,does coil adjustment affect starting8 ,a4 ,yes4 ,when the vibrators are not properly adjusted more current is required to make and break the contact between the points1 and1 as a result1 at cranking speeds you would not get a spark between the spark plug points4 ,do not allow the contact points to become 8ragged10 otherwise they are apt to stick and cause unnecessary difficulty in starting1 and when running they are apt to produce an occasional 8miss0 in the engine4 ,q4 ,what is the purpose of the commutator8 ,a4 ,the commutator 7or timer7 determines the instant at which the spark plugs must fire4 ,it affects the 8make and break0 in the primary circuit4 ,the grounded wire in the magneto allows the current to flow through the metal parts to the metal roller in the commutator4 ,therefore1 when the commutator roller in revolving1 touches the four commutator contact points1 to each of which is attached a wire connected with the coil unit1 an electrical circuit is passed through the entire system of primary wires4 ,this circuit is only momentary1 however1 as the roller passes over the contact point very rapidly and sets up the circuit in each unit as the roller touches the contact point connected with that unit4 ,the commutator should be kept clean and well oiled at all times4 ,q4 ,what about the spark plug8 ,a4 ,one is located at the top of each cylinder and can be taken out easily with the spark plug wrench included with every car1 after the wire connection is removed4 ,the high voltage current flows out of the secondary coils in the coil box and on reaching the contact points on each spark plug it is forced to jump gap1 thereby forming a spark which ignites the gasoline charge in the cylinders4 ,the spark plug should be kept clean 7i4 e41 free from carbon7 and should be replaced if they persist in not working properly4 ,there is nothing to be gained by experimenting with different makes of plugs4 ,the make of plug with which ,ford engines are equipped when they leave the factory are best adapted to the requirements of our motor1 notwithstanding the opinion of various garage men to the contrary4 ,all wire connections to spark plugs1 coil box and commutator should1 of course1 at all times be kept in perfect contact4 ,q4 ,what are the indications of ignition trouble8 ,a4 ,the uneven sputter and bang of the exhaust means that one or more cylinders are exploding irregularly or not at all1 and that the trouble should be promptly located and overcome4 ,misfiring1 if allowed to continue1 will in time injure the engine and the entire mechanism4 ,if you would be known as a good driver you will be satisfied only with a soft1 steady purr from the exhaust4 ,if anything goes wrong1 stop and fix it if possible4 ,do not wait until you get home4 ,q4 ,how can one tell which cylinder is missing8 ,a4 ,this is done by manipulating the vibrators on the spark coils4 ,open the throttle until the engine is running at a good speed and then hold down the two outside vibrators1 ,no4 #a and ,no4 #d1 with the fingers1 so they cannot buzz4 ,this cuts out the two corresponding cylinders1 ,no4 #a and ,no4 #d1 leaving only ,no4 #b and ,no4 #c running4 ,if they explode regularly it is obvious the trouble is in either ,no4 #a or ,no4 #d4 ,relieve ,no4 #d and hold down ,no4 #b and ,no4 #c and also ,no4 #a2 if ,no4 #d cylinder explodes evenly it is evident the misfiring is in ,no4 #a4 ,in this manner all of the cylinders in turn can be tested until the trouble is located4 ,examine both the spark plug and the vibrator of the missing cylinder4 ,q4 ,if the coil and plug are right1 what8 ,a4 ,the trouble is probably due to an improperly seated valve1 worn commutator1 or short circuit in the commutator wiring4 ,weakness in the valves may be easily determined by lifting the starting crank slowly the length of the stroke of each cylinder in turn1 a strong or weak compression in any particular valve being easily detected4 ,it sometimes happens that the cylinder head gasket 7packing7 becomes leaky permitting the gas under compression to escape1 a condition that can be detected by running a little lubricating oil around the edge of the gasket and noticing whether bubbles appear or not4 ,q4 ,does a worn commutator ever cause misfiring8 ,a4 ,yes4 ,if misfiring occurs when running at high speed1 inspect the commutator4 ,the surface of the circle around which the roller travels should be clean and smooth1 so that the roller makes a perfect contact at all points4 ,if the roller fails to make a good contact on any of the four points1 its corresponding cylinder will not fire4 ,clean these surfaces if dirty4 ,in case the fiber1 contact points1 and roller of the commutator are badly worn1 the most satisfactory remedy is to replace them with new parts4 ,the trouble is probably caused by short circuited commutator wires4 ,the spring should be strong enough to make a firm contact between the roller points if they are worn or dirty4 ,q4 ,how is the commutator removed8 ,a4 ,remove cotter pin from spark rod and detach latter from commutator4 ,loosen the cap screw which goes through breather pipe on top of time gear cover4 ,this will release the spring which holds the commutator case in place and this part can be readily removed4 ,unscrew lock nut2 withdraw steel brush cap and drive out the retaining pin4 ,the brush can then be removed from the cam shaft4 ,in replacing the brush1 care must be exercised to see that it is reinstated so that the exhaust valve on the first cylinder is closed when the brush points upward4 ,this may be ascertained by removing the valve door and observing the operation of ,no4 #a valve4 ,q4 ,does cold weather affect the commutator8 ,a4 ,it is a well known fact that in cold weather the best grades of lubricating oil are apt to congeal to some extent4 ,if this occurs in the commutator it is very apt to prevent the roller from making perfect contact with the contact points imbedded in the fiber4 ,this1 of course1 makes difficult starting1 as the roller arm spring is not stiff enough to brush away the film of oil which naturally forms over the contact points4 ,to overcome this1 as well as any liability to the contact points to rust1 we recommend a mixture of #be kerosene with the commutator lubricating oil1 which will thin it sufficiently to prevent congealing1 or freezing1 as it is commonly called4 ,you have probably noticed in starting your car in cold weather that perhaps only one or two cylinders will fire for the first minute or so1 which indicates that the timer is in the condition described above and as a consequence a perfect contact is not being made on each of the four terminals4 ,q4 ,how is the magneto removed8 ,a4 ,it is necessary to take the power plant out of the car in order to remove the magneto4 ,then remove crank case and transmission cover4 ,take out the four cap screws that hold the flywheel to the crank shaft4 ,you will then have access to the magnets and entire magneto mechanism4 ,in taking out these parts1 or any parts of the car1 the utmost care should be taken to make sure that the parts are marked in order that they may be replaced properly4 ,q4 ,what is to be done when the magneto gets out of order8 ,a4 ,a ,ford magneto is made of permanent magnets and there is very little likelihood of their ever losing their strength unless acted upon by some outside force4 ,for instance1 the attachments of a storage battery to the magneto terminal will demagnetize the magnets4 ,if anything like this happens1 it is not advisable to try to recharge them1 but rather install a complete set of new magnets4 ,the new magnets will be sent from the nearest agent or branch house1 and will be placed on a board in identically the same manner as they should be when installed on the flywheel4 ,great care should be taken in assembling the magnets and lining up the magneto so that the faces of the magnets are separated from the surface of the coil spool just of an inch4 ,to take out the old magnets1 simply remove the cap screw and bronze screw which hold each in place4 ,the magneto is often blamed when the trouble is a weak current caused by waste or other foreign matter accumulating under the contact spring cover4 ,remove the three screws which hold the binding post in place2 remove binding post and spring and replace after foreign substance has been removed4 ,,vi ,,the ,,ford ,,transmission ,q4 ,what is the function of the transmission8 ,a4 ,it is that part of the mechanism of an automobile which lies between the engine shaft and the propeller shaft and by which one is enabled to move at different speeds from the other4 ,it is the speed gear of the car4 ,it sends the car forward at low and high speeds and by it the car is reversed4 ,q4 ,what is meant by the term 8planetary transmission08 ,a4 ,one in which the groups of gears always remain in mesh and revolve around a main axis4 ,the different sets of gears are brought into action by stopping the revolution of the parts which support the gears4 ,by means of bands 7similar to brake bands7 the rotation of the different parts is stopped4 ,the planetary transmission is the simplest and most direct means of speed control and is a distinct advantage to the ,ford car4 ,q4 ,what is the purpose of the clutch8 ,a4 ,if the crank shaft of the engine ran without break straight through to the differential and through it applied its power direct to the rear wheels1 the car would start forward immediately upon the starting of the engine 7were it possible to get it started under such conditions74 ,to overcome this difficulty the shaft is divided by means of the clutch4 ,the part of the shaft to which the running engine is delivering its power is enabled to take hold of the unmoving part gradually and start the car without jolt or jar4 ,the forward part of the shaft is referred to as the crank shaft1 the rear part as the drive shaft4 ,q4 ,how is the clutch controlled8 ,a4 ,by the left pedal at the driver's feet4 ,if the clutch pedal1 when pushed forward into slow speed1 has a tendency to stick and not to come back readily into high1 tighten up the slow speed band4 ,should the machine have an inclination to creep forward when cranking1 it indicates that the clutch lever screw which bears on the clutch lever cam has worn1 and requires an extra turn to hold the clutch in neutral position4 ,when the clutch is released by pulling back the hand lever the pedal should move forward the distance of #a in passing from high speed to neutral4 ,see that the hub brake shoe and connections are in proper order so that the brake will act sufficiently to prevent the car creeping very far ahead4 ,also be sure that the slow speed band does not bind on account of being adjusted too tight4 ,do not use too heavy a grade of oil in cold weather1 as it will have a tendency to congeal between the clutch discs and prevent proper action of the clutch4 ,q4 ,how is the clutch adjusted8 ,a4 ,remove the plate on the transmission cover under the floor boards at the driver's seat4 ,take out the cotter key on the first clutch finger and give the set screw one-half to one complete turn to the right with a screw driver4 ,do the same to the other finger set screw4 ,but be sure to give each the same number of turns and do not forget to replace the cotter key4 ,and after a considerable period of service the wear in the clutch may be taken up by installing another pair of clutch discs1 rather than by turning the adjusting screw in too far4 ,caution4 ,let us warn you against placing any small tools or objects over or in the transmission case without a good wire or cord attached to them4 ,it is almost impossible to recover them without taking off the transmission cover4 ,q4 ,how are the bands adjusted8 ,a4 ,the slow speed bands may be tightened by loosening the lock nut at the right side of the transmission cover1 and turning up the adjusting screw to the right4 ,to tighten the brake and reverse bands1 remove the transmission case cover door and turn the adjusting nuts on the shaft to the right4 ,see that the bands do not drag on the drums when disengaged1 as they exert a brake effect1 and tend to overheat the motor4 ,however1 the foot brake should be adjusted so that a sudden pressure will stop the car immediately1 or slide the rear wheels in case of emergency4 ,the bands1 when worn to such an extent that they will not take hold properly1 should be relined1 so that they will engage smoothly without causing a jerky movement of the car4 ,the lining is inexpensive and may be had at any of the eight thousand ,ford service stations at small cost4 ,illustration3 ,slow ,speed ,drum and ,gear ,triple ,gear ,brake ,drum ,reverse ,drum and ,gear ,clutch ,disks ,driven ,gear ,disk ,drum ,triple ,gear ,pin ,clutch ,push ,ring ,trans4 ,shaft ,driving ,plate ,flywheel ,group #a ,clutch ,push ,ring ,clutch ,finger ,driving ,plate ,triple ,gear ,reverse ,gear ,slow ,speed ,gear ,driven ,gear ,clutch ,shift ,clutch ,spring ,clutch ,spring ,support ,group #e ,clutch ,spring ,support ,pin ,group #d ,group #c ,group #b ,fig4 #aej4 ,ford ,transmission ,assembly ,q4 ,how are the bands removed8 ,a4 ,take off the door on top of transmission cover4 ,turn the reverse adjustment nut and the brake adjustment nut to the extreme ends of the pedal shafts1 then remove the slow speed adjusting screw4 ,remove the bolts holding the transmission cover to the crank case and lift off the cover assembly4 ,slip the band nearest the flywheel over the first of the triple gears1 then turn the band around so that the opening is downward4 ,the band may now be removed by lifting upward4 ,the operation is more easily accomplished if the three sets of triple gears are so placed that one set is about ten degrees to the right of center at top4 ,each band is removed by the same operation4 ,it is necessary to shove each band forward on to the triple gears as at this point only is there sufficient clearance in the crank case to allow the ears of the transmission bands to be turned downward4 ,by reversing this operation the bands may be installed4 ,after being placed in their upright position on the drums pass a cord around the ears of the three bands1 holding them in the center so that when putting the transmission cover in place no trouble will be experienced in getting the pedal shafts to rest in the notches in the band ears4 ,the clutch release ring must be placed in the rear groove of the clutch shaft4 ,with the cover in place remove the cord which held the bands in place while the cover was being installed4 ,q4 ,how is transmission assembled8 ,a4 ,cut ,no4 #aej shows the transmission parts in their relative assembling positions and grouped in their different operations of assembling4 ,the first operation is the assembling of group ,no4 #b1 which is as follows3 ,place the brake drum on table with the hub in a vertical position4 ,place the slow speed plate over the hub with the gear uppermost4 ,then place reverse plate over the slow speed plate so that the reverse gear surrounds the slow speed gear4 ,fit the two keys in the hub just above the slow speed gear4 ,put the driven gear in position with the teeth downward so that they will come next to the slow speed gear4 ,take the three triple gears and mesh them with the driven gear according to the punch marks on the teeth1 the reverse gear or smallest of the triple gear assembly being downward4 ,after making sure that the triple gears are properly meshed tie them in place by passing a cord around the outside of the three gears4 ,take the flywheel and place it on the table with the face downward and the transmission shaft in vertical position4 ,then invert the group which you have assembled over the transmission shaft1 setting it in position so that the triple gear pins on the flywheel will pass through the triple gears4 ,this will bring the brake drum on top in a position to hold the clutch plates1 etc4 ,the next step is to fit the clutch drum key in the transmission shaft4 ,press the clutch disc drum over the shaft and put the set screw in place to hold the drum4 ,put the large disc over the clutch drum1 then the small disc1 alternating with large and small discs until the entire set of discs are in position1 ending up with a large disc on top4 ,if a small disc is on top it is liable to fall over the clutch in changing the speed from high to low and as a result you would be unable to change the speed back into high4 ,next put the clutch push rings over the clutch drum1 and on top of the discs1 with the three pins projecting upward 7see group ,no4 #d1 cut ,no4 #adi74 ,you will note the remaining parts are placed as they will be assembled4 ,next bolt the driving plate in position so that the adjusting screws of the clutch fingers will bear against the clutch push ring pins4 ,before proceeding further it would be a good plan to test the transmission by moving the plates with the hands4 ,if the transmission is properly assembled the flywheel will revolve freely while holding any of the drums stationary4 ,the clutch parts may be assembled on the driving plate hub as follows3 ,slip the clutch shift over the hub so that the small end rests on the ends of the clutch fingers4 ,next put on the clutch spring1 placing the clutch supports inside so that the flange will rest on the upper coil of the spring and press into place1 inserting the pin in the driving plate hub through the holes in the side of the spring support4 ,then turn the clutch spring support until the pin fits into the lugs on the bottom of the support4 ,the easiest method of compressing the spring sufficiently to insert the pin is to loosen the tension of the clutch finger by means of the adjusting screws4 ,when tightening up the clutch again the spring should be compressed to within a space of two or two and one-sixteenth inches to insure against the clutch spring slipping4 ,care should be exercised to see that the screws in the fingers are adjusted so the spring is compressed evenly all around4 ,,vii ,,the ,,rear ,,axle ,,assembly ,q4 ,how is the rear axle removed8 ,a4 ,jack up car and remove rear wheels as instructed below4 ,take out the four bolts connecting the universal ball cap to the transmission case and cover4 ,disconnect brake rods4 ,remove nuts holding spring perches to rear axle housing flanges4 ,raise frame at the rear end1 and the axle can be easily withdrawn4 ,q4 ,how is the universal joint disconnected from the drive shaft8 ,a4 ,remove two plugs from top and bottom of ball casting and turn shaft until pin comes opposite hole1 drive out pin and joint can be pulled or forced away from the shaft and out of the housing4 ,q4 ,how are the rear axle and differential disassembled8 ,a4 ,with the universal joint disconnected1 remove nuts in front end of radius rods and the nuts on studs holding drive shaft tube to rear axle housing4 ,remove bolts which hold the two halves of differential together4 ,if necessary to disassemble differential a very slight mechanical knowledge will permit one to immediately discern how to do it once it is exposed to view4 ,care must be exercised to get every pin1 bolt and key lock back in its correct position when reassembling4 ,q4 ,how is the drive shaft pinion removed8 ,a4 ,the end of the drive shaft1 to which the pinion is attached1 is tapered to fit the tapered hole in the pinion1 which is keyed onto the shaft1 and then secured by a cotter pinned 8castle0 nut4 ,remove the castle nut1 and drive the pinion off4 ,q4 ,how are the differential gears removed8 ,a4 ,the compensating gears are attached to the inner ends of the rear axle shaft4 ,they work upon the spider gears when turning a corner1 so that the axle shaft revolves independently1 but when the car is moving in a straight line the spider gears and compensating gears and axle shaft move as an integral part4 ,if you will examine the rear axle shafts you will notice that the gears are keyed on1 and held in position by a ring which is in two halves and fits in a groove in the rear axle shaft4 ,to remove the compensating gears1 force them down on the shaft1 that is1 away from the end to which they are secured1 drive out the two halves of ring in the grooves in shaft with screw driver or chisel1 then force the gears off the end of the shafts4 ,illustration3 ,universal ,joint ,knuckle 7,male7 ,joint ,housing ,joint ,coupling ,ring ,universal ,joint ,knuckle 7,female7 ,radius ,rod ,castle ,nut ,radius ,rod ,lock ,nut ,drive ,shaft ,front ,bushing ,rear ,radius ,rod ,drive ,shaft ,tube ,drive ,shaft ,ball ,race ,ball ,thrust ,collar ,drive ,shaft ,pinion ,driving ,gear ,drive ,gear ,screws ,drive ,shaft ,drive ,shaft ,tube ,ball ,bearing ,ball ,bearing ,housing ,roller ,bearing ,roller ,bearing ,sleeve ,castle ,nut ,differential ,pinion ,differential ,spider ,differential ,gear ,rear ,axle ,housing 7,right7 ,thrust ,washers ,rear ,radius ,rod ,rear ,axle ,brake ,drum ,hub ,brake ,cam ,shaft ,hub ,brake ,cam ,shaft ,lever ,radius ,rod ,bolt and ,nut ,lock ,wire ,thrust ,washer 7,steel7 ,thrust ,washer 7,babbitt7 ,thrust ,washer 7,steel7 ,gear ,case 7,left7 ,mud ,cap ,cotter ,pin ,castle ,nut ,hub ,key ,hub ,hub ,flange ,roller ,bearing ,sleeve ,roller ,bearing ,axle ,housing ,cap ,axle ,roller ,bearing ,steel ,washer ,brake ,shoe ,support ,bolt and ,nut ,rear ,axle ,shaft ,rear ,axle ,roller ,bearing ,sleeve ,rear ,axle ,roller ,bearing ,rear ,axle ,housing 7,left7 ,gear ,case 7,right7 ,differential ,case ,stud ,grease ,plug ,fig4 #aea4 ,ford ,rear ,axle ,system ,q4 ,how is the rear axle shaft removed8 ,a4 ,disconnect rear axle as directed above1 then unbolt the drive shaft assembly where it joins the rear axle housing at the differential4 ,disconnect the two radius rods at the outer end of the housing4 ,take out the bolts which hold the two halves of the rear axle housing together at the center4 ,take the inner differential casing apart and draw the axle shaft through the housing at the center4 ,after replacing the axle shaft be sure that the rear wheels are firmly wedged on at the outer end of the axle shaft and the key in proper position4 ,when the car has been driven thirty days or so1 make it a point to remove the hub cap and set up the lock nut to overcome any play that might have developed4 ,it is extremely important that the rear wheels are kept tight1 otherwise the constant rocking back and forth against the key may in time cause serious trouble4 ,if the rear axle or wheel is sprung by skidding against the curb1 or other accident1 it is false economy to drive the car1 as tires1 gears and all other parts will suffer4 ,if the axle shaft is bent1 it can1 with proper facilities1 be straightened1 but it is best to replace it4 ,illustration3 ,axle ,housing ,cap ,hub ,key ,lock ,nut ,hub ,brake ,drum ,coil ,spring ,hub ,brake ,cam ,axle ,shaft ,hub ,brake ,shoe ,fig4 #aeb4 ,ford ,brake ,,viii ,,the ,,ford ,,muffler ,q4 ,why is the muffler necessary8 ,a4 ,the exhaust as it comes from the engine through the exhaust pipe would create a constant and distracting noise were it not for the muffler4 ,from the comparatively small pipe1 the exhaust is liberated into the larger chambers of the muffler1 where the force of the exhaust is lessened by expansion and discharged out of the muffler with practically no noise4 ,the ,ford muffler construction is such that there is very little back pressure of the escaping gases1 consequently there is nothing to be gained by putting a cut-out on the exhaust pipe between the engine and the muffler4 ,q4 ,how is the muffler kept in order8 ,a4 ,it should be cleaned occasionally4 ,remove it and take off nuts on ends of rods which hold it together1 and disassemble4 ,in reassembling muffler1 be careful not to get the holes in the inner shells on the same side or end4 ,q4 ,how is the muffler disconnected8 ,a4 ,to disconnect the muffler it is not necessary to disconnect the exhaust pipe from the motor 7although it is a good plan and a simple matter1 necessitating only unscrewing the union74 ,to disconnect muffler from frame1 unscrew union at formed end of pipe1 drop it down so it will clear the frame and slip it back off the tube4 ,if the muffler from any cause becomes materially damaged it will probably be cheaper to replace it with a new one than to attempt to repair it4 ,,ix ,,the ,,running ,,gear ,q4 ,what care should the running gear have8 ,a4 ,in the first place it at all times should have proper lubrication 7see chapter on ,lubrication74 ,once in every thirty days the front and rear axles should be carefully gone over to see that every moving part1 such as the bushings in spring connections1 spring hangers1 steering knuckles and hub bearings1 are thoroughly lubricated1 and that all nuts and connections are secured with center pins in place4 ,the spring clips1 which attach the front spring to the frame1 should be inspected frequently to see that every thing is in perfect order4 ,illustration3 ,spindle oiler ,spindle ,bolt ,spindle ,body ,bushing ,spindle ,con4 ,rod ,bolt ,spindle ,con4 ,rod ,yoke ,spindle ,arm ,spoke ,felt ,washer ,hub ,bolt ,large ,ball ,race ,hub ,flange ,hub ,spindle ,grease ,chamber ,ball ,bearings ,adjusting ,cone ,lock ,nut ,hub ,cap ,washer ,ball ,retainer ,small ,ball ,race ,clamp ,bolt ,spindle ,arm ,nut ,spindle ,body ,bushing ,spidle ,bolt ,nut ,stationary ,cone ,ball ,retainer ,dust ,ring ,fig4 #aec4 ,ford ,spindle ,q4 ,how is the front axle removed8 ,a4 ,jack up front of car so wheels can be removed4 ,disconnect steering gear arm from the spindle connecting rod1 disconnect radius rod at ball joint1 and remove two cotter pin bolts from spring shackle on each side1 so detaching front spring4 ,to disconnect radius rod entirely1 take the two bolts out of the ball joint and remove lower half of cap4 ,q4 ,in case of accident1 how is the front axle straightened8 ,a4 ,should the axle or spindle become bent1 extreme care must be used to straighten the parts accurately4 ,do not heat the forgings1 as this will distemper the steel1 but straighten them cold4 ,if convenient it would be better to return such parts to the factory1 where they may be properly straightened in jigs designed for that purpose4 ,it is very essential that the wheels line up properly4 ,the eye is not sufficiently accurate to determine whether the parts have been properly straightened1 and excessive wear of the front tires will occur if everything is not in perfect alignment4 ,q4 ,what about the wheels8 ,a4 ,the wheels should be jacked up periodically and tested1 not only for smoothness of running1 but for side play as well4 ,if in spinning a front wheel a sharp click is heard1 now and then1 and the wheel is momentarily checked1 it is probable that there is a chipped or split ball in the bearing which should be removed1 otherwise it may necessitate the removal of the entire bearing4 ,a wheel in perfect adjustment should after spinning1 come to rest with the tire valve directly below the hub4 ,undue wear of the hub bearings1 such as cones1 balls and races1 is usually caused by lack of lubrication and excessive friction1 due to the adjusting cone being drawn up too tight4 ,it is a good plan to clean the bearing frequently and keep the hub well filled with grease4 ,q4 ,how are the wheels removed8 ,a4 ,front wheels4 ,take off hub cap1 remove cotter pin and unscrew castle nut and spindle washer4 ,the adjustable bearing cone can then be taken out and the wheel removed4 ,care should be taken to see that the cones and lock nuts are replaced on the same spindle from which they were removed1 otherwise there is a liability of stripping the threads which are left on the left spindle and right on the opposite as you stand facing the car4 ,back wheels4 ,they should not be removed unless absolutely necessary1 in which case proceed as above4 ,then with a wheel puller remove the wheel from the tapered shaft to which it is locked with a key4 ,in replacing rear wheels be sure that nut on axle shaft is as tight as possible and cotter pin in place4 ,the hub caps of the rear wheels should be removed occasionally and the lock nuts which hold the hub in place tightened4 ,if these nuts are allowed to work loose1 the resulting play on the hub key may eventually twist off the axle shaft4 ,q4 ,how does the setting of the front wheels differ from that of the rear wheels8 ,a4 ,it will be observed that the front wheels are 8dished02 that is1 the spokes are given a slight outward flare to enable them to meet side stresses with less rigid resistance1 while the spokes of the rear wheels are straight4 ,the front wheels are also placed at an angle1 that is to say1 the distance between the tops of the front wheels is about three inches greater than between the bottoms4 ,this is to give perfect steering qualities and to save wear on tires when turning corners4 ,the front wheels should not1 however1 8toe-in0 at the front1 at least not more than a quarter of an inch4 ,lines drawn along the outside of the wheels when the latter are straight in a forward position should be parallel4 ,all wheels should always be kept in proper alignment1 otherwise steering will be difficult and tire wear will be greatly increased4 ,adjustment can be made by turning the yoke at the left end of the spindle connecting rod1 to draw the wheels into a parallel position4 ,q4 ,what care do the springs need8 ,a4 ,the springs should be lubricated frequently with oil or graphite4 ,to do this1 pry the leaves apart near the ends and insert the lubricant between them4 ,whenever a car is given a general overhauling1 the springs should be disassembled and the leaves polished with emery cloth1 afterwards packing them with graphite when reassembling4 ,rust can be prevented from accumulating on the springs by painting them when necessary with a quick drying black paint4 ,you will find that these suggestions if carried out will not only improve the riding qualities of the car but prolong the life of the parts as well4 ,q4 ,should spring clips be kept tight8 ,a4 ,yes4 ,if the spring clips are allowed to work loose the entire strain is put on the tie bolt which extends through the center of the spring4 ,this may cause the bolt to be sheared off and allow the frame and body to shift to one side4 ,it is a good plan to frequently inspect the clips which hold the springs to the frame and see that they are kept tight4 ,q4 ,what about the steering apparatus8 ,a4 ,it is exceedingly simple and will need little care except1 of course1 proper lubrication4 ,the post gears which are arranged in the 8sun and planet0 form are located at the top of the post just below the hub of the wheel4 ,by loosening the set screw and unscrewing the cap after having removed the steering wheel they may readily be inspected and replenished with grease4 ,to remove the steering wheel unscrew the nut on top of the post and drive the wheel off the shaft with a block of wood and hammer4 ,q4 ,how is the steering gear tightened8 ,a4 ,should the steering gear become loose1 that is1 so that a slight movement of the wheel does not produce immediate results1 it may be tightened in the following manner3 ,disconnect the two halves of the ball sockets which surround the ball arm at the lower end of the steering post and file off the surface until they fit snugly around the ball4 ,if the ball is badly worn it is best to replace it with a new one4 ,also tighten the ball caps at the other end of the steering gear connecting rod in the same manner4 ,if the bolts in the steering spindle arms appear to be loose1 the brass bushings should be replaced with new ones4 ,excessive play in the front axle may be detected by grasping one of the front wheels by the spokes and jerking the front axle back and forth4 ,after the car has been in service two or three years excessive play in the steering gear may make necessary the renewal of the little pinions1 as well as the brass internal gear just underneath the steering wheel spider4 ,it is also advisable to inspect the front spring hangers occasionally to determine whether or not new bushings are necessary to overcome any excessive vibration4 ,x ,,the ,,ford ,,lubricating ,,system ,q4 ,how does the ,ford lubricating system differ from others8 ,a4 ,it is simplified1--and there are fewer places to oil4 ,practically all of the parts of the engine and transmission are oiled by the ,ford splash system1 from the one big oil reservoir in the crank case4 ,fig4 #aed shows the principal points of lubrication1 and specifies when replenishment should be made1 according to mileage4 ,this chart should be studied carefully and often4 ,it is a good plan to frequently supply all oil cups with the same oil used in the engine 7any good light grade lubricating oil will answer7 and the dope cups with good grease4 ,be sure to see that the commutator is kept freely supplied with oil at all times4 ,q4 ,which is the best way to fill the dope cups8 ,a4 ,when it is advisable to fill the dope cup covers screw them down1 refill with grease and repeat the operation two or three times4 ,always open oil cups by turning to the right1 as this keeps tightening them rather than loosening them4 ,occasionally remove front wheels and supply dope to wearing surface4 ,a drop of oil now and then in crank handle bearing is necessary1 also on fan belt pulleys and shaft4 ,the axles1 drive shaft1 and universal joint are well supplied with lubricant when the car leaves the factory1 but it is well to examine and oil them frequently4 ,illustration3 ,a--,oil ,every #bjj ,miles4 ,c--,grease ,every #bjj ,miles4 ,b--,oil ,every #ejj ,miles4 ,d--,grease ,every #ejj ,miles4 ,e--,grease ,every #ajjj ,miles4 ,f--,oil ,motor ,daily4 ,keep oil level between crank case pet cocks4 ,g--,grease ,every #ejjj ,miles4 ,fig4 #aed4 ,ford ,chassis ,oiling ,chart ,q4 ,what kind of oil should be used8 ,a4 ,we recommend only light high grade gas engine oil for use in the model ,t motor4 ,a light grade of oil is preferred as it will naturally reach the bearings with greater ease and consequently less heat will develop on account of friction4 ,the oil should1 however1 have sufficient body so that the pressure between the two bearing surfaces will not force the oil out and allow the metal to come in actual contact4 ,heavy and inferior oils have a tendency to carbonize quickly1 also 8gum up0 the piston rings1 valve stems and bearing4 ,in cold weather a light grade of oil having a low cold test is absolutely essential for the proper lubrication of the car4 ,the nearest ,ford branch will advise you concerning the lubricating oil this company has found best suited for its cars1 both for summer and winter weather4 ,graphite should not be used as a lubricant in the engine or transmission as it will have a tendency to short circuit the magneto4 ,q4 ,how often should the oil be drained from crank cases8 ,a4 ,it is advisable to clean out the crank case by draining out the dirty oil when the new car has been driven four or five hundred miles2 thereafter it will only be necessary to repeat this operation about every thousand miles4 ,remove plug underneath the flywheel casing and drain off the oil4 ,replace the plug and pour in a gallon of kerosene oil through the breather pipe4 ,turn the engine over by hand fifteen or twenty times so that the splash from the kerosene oil will thoroughly clean the engine4 ,remove crank case plug and drain off kerosene oil4 ,in order to get all of the kerosene out of the depressions in the crank case the car should be run up a little incline1 about the height of the ordinary street curbing4 ,refill with fresh oil4 ,q4 ,how often should the commutator be oiled8 ,a4 ,keeping the commutator well oiled is a matter of far greater importance than many drivers believe1 and is necessary in order to have a smooth operating engine4 ,do not be afraid to put a little oil into the commutator every other day--at least every two hundred miles4 ,remember that the commutator roller revolves very rapidly1 and without sufficient oil the parts soon become badly worn4 ,when in this condition perfect contact between the roller and the four contact points is impossible1 as a result the engine is apt to misfire when running at a good rate of speed4 ,q4 ,what about lubricating the differentials8 ,a4 ,do not make the mistake of putting too much grease in the differential housing4 ,the housing should not be more than one-third full4 ,the differential is supplied with the required amount of lubricant when the car leaves the factory4 ,the oil plug should be removed about every #ajjj miles and more grease added if necessary4 ,if a fluid is used the level should be approximately one and one-half inches below the oil hole4 ,,xi ,,care ,,of ,,tires ,q4 ,how are ,ford tires removed8 ,a4 ,first1 jack up the wheel clear of the road4 ,the valve cap should be unscrewed1 the lock nut removed and the valve stem pushed into the tire until its bead is flush with the rim4 ,this done1 loosen up the head of the shoe in the clinch of the rim by working and pushing with the hands1 then insert one of the tire irons or levers under the beads4 ,the tire iron should be pushed in just enough to get a good hold on the under side of the bead1 but not so far as to pinch the inner tube between the rim and the tool4 ,a second iron should be inserted in the same fashion some seven or eight inches from the first1 and a third tool the same distance from the second4 ,as a cylinder tire must be pried over the clinch1 three or four levers will come in handy in a case of a 8one man job10 and the knee of the driver can be used to good advantage to hold down one lever while the other two are being manipulated in working the shoe clear of the rim4 ,after freeing a length of the bead from the clinch1 the entire outer edge of the casing may be readily detached with the hand1 and the damaged inner tube removed and 8patched0 or a spare tube inserted4 ,always use plenty of soapstone in replacing an inner tube4 ,q4 ,how are casings repaired8 ,a4 ,should the casing be cut so there is danger of the inner tube being blown through it1 a temporary repair can be made by cementing a canvas patch on the inside of the casing4 ,before applying the patch the part of the casing affected should be cleaned with gasoline and when dry1 rubber cement applied to both casing and patch4 ,this will answer as an emergency repair1 but the casing should be vulcanized at the first opportunity4 ,to prolong the life of the tire casings1 any small cuts in the tread should be filled with patching cement and a specially prepared 8plastic0 sold by tire companies4 ,q4 ,how may tire expense be reduced8 ,a4 ,tire cost constitutes one of the most important items in the running expenses of an automobile4 ,to get the most service at the least expense1 the tire should be inspected frequently and all small cuts or holes properly sealed or repaired1--thus preventing dirt and water working in between the rubber tread and the fabric1 causing blisters or sand boils4 ,tires should never be run partially deflated1 as the side walls are unduly bent and the fabric is subject to stress1 which is known as rim cutting4 ,the chances of getting a puncture will be greatly reduced by keeping your tires properly inflated1 as a hard tire exposes much less surface to the road than a soft tire1 and also deflects sharp objects that would penetrate a soft tire4 ,running a flat tire1 even for a short distance1 is sure to be costly4 ,better run on the rim1 very slowly and carefully1 rather than on a flat tire4 ,remember that fast driving and skidding shorten the life of the tires4 ,avoid locking the wheels with the brakes1--no tire will stand the strain of being dragged over the pavement in this fashion4 ,avoid running in street car tracks1 in ruts1 or bumping the side of the tire against the curbing4 ,the wheel rims should be painted each season and kept free from rust4 ,when a car is idle for any appreciable length of time1 it should be jacked up to take the load off the tires4 ,if the car is laid up for many months1 it is best to remove the tires1 and wrap up the outer casings and inner tubes separately1 and store them in a dark room not exposed to extreme temperature4 ,remove oil or grease from the tires with gasoline4 ,remember that heat1 light and oil are three natural enemies to rubber4 ,q4 ,how is a puncture in the inner tube repaired8 ,a4 ,after locating the puncture1 carefully clean the rubber around the leak with benzine or gasoline4 ,then rough the surface with sand paper from your tire repair kit to give a hold for the cement4 ,apply the cement to both patch and tube1 allowing it to dry for about five minutes1 repeating the application twice with like intervals between for drying4 ,when the cement is dry and sticky press the patch against the tube firmly and thoroughly to remove all air bubbles beneath it and insure proper adherence to the surface4 ,then spread some soapstone or talc powder over the repair so as to prevent the tube sticking to the casing4 ,before the tube is put back into the casing plenty of talc powder should be sprinkled into the latter4 ,a cement patch is not usually permanent and the tube should be vulcanized as soon as possible4 ,in replacing the tire on the rim be very careful not to pinch the tube4 ,,xii ,,points ,,on ,,maintenance ,q4 ,what is the proper way to wash the car8 ,a4 ,always use cold or lukewarm water1--never hot water4 ,if a hose is used1 do not turn on the water at full force1 as this drives the dirt into the varnish and injures the finish4 ,after the surplus mud and grime have been washed off1 take a sponge and clean the body and running gear with a tepid solution of water and ivory or linseed oil soap4 ,then rinse off with cold water2 then rub dry and polish the body with a chamois skin4 ,a body or furniture polish of good quality may be used to add luster to the car4 ,grease on the running gear may be removed with a gasoline soaked sponge or rag4 ,the nickeled parts may be polished with any good metal polish4 ,q4 ,what care does the top need8 ,a4 ,when putting the top down be careful in folding to see that the fabric is not pinched between the bow spacers1 as they will chafe a hole through the top very quickly4 ,always slip the hood over the top when folded to keep out dust and dirt4 ,applying a good top dressing will greatly improve the appearance of an old top4 ,q4 ,what should be done when the car is stored8 ,a4 ,drain the water from the radiator1 and then put in about a quart of denatured alcohol to prevent freezing of any water that may possibly remain4 ,remove cylinder head and clean out any carbon deposits in combustion chamber4 ,draw off all the gasoline4 ,drain the dirty oil from the crank case and cleanse the engine with kerosene as directed above4 ,refill the crank case with fresh oil and revolve the engine enough to cover the different parts with oil4 ,remove the tires and store them away4 ,wash up the car1 and if possible cover the body with a sheet of muslin to protect the finish4 ,q4 ,what attention do the electric headlights require8 ,a4 ,very little4 ,when the cars leave our factory the lamps are properly focussed and unless the bulb burns out there should be no occasion for removing the door1 as there is nothing to get out of order4 ,should the door be removed for any reason care should be exercised not to touch the silver-plated reflector or the bulb with anything but a soft1 clean rag1 preferably flannel4 ,to focus the lamps turn the adjusting screw in the back of the lamp in either direction until the desired focus is attained4 ,the bulbs we are furnishing in electric head lamps are #h volts1 #b amperes1 and best results will be obtained by securing lamps of this voltage and amperage when replacement is necessary4 ,,xiii ,,the ,,ford ,,model ,t ,,one ,,ton ,,truck ,q4 ,do the instructions relative to the car apply to the truck8 ,a4 ,the answers pertaining to the car are applicable to the truck4 ,q4 ,how is the rear axle removed8 ,a4 ,jack up the truck1 place supports under rear axle housings1 and remove the rear wheels4 ,take out the four bolts connecting the universal ball cap to the transmission case and cover4 ,disconnect brake rods4 ,remove nuts holding spring perches to rear axle housing flanges4 ,raise frame by placing a long iron bar or gas pipe under the frame just in front of rear spring1 one end resting on a substantial support of the proper height4 ,two workmen at the other end of the bar can raise the frame and place the end of the bar on another support4 ,the rear axle assembly can then be easily removed4 ,q4 ,how is the universal joint disconnected from the drive shaft8 ,a4 ,remove two plugs from top and bottom of ball casting and turn shaft until pin comes opposite hole1 drive out pin and the joint can be pulled or forced away from the shaft and out of the housing4 ,q4 ,how are the rear axle and differential disassembled8 ,a4 ,with the universal joint disconnected1 remove the bolt in front end of radius rods and the cap screws which hold the drive shaft tube to the rear axle housing4 ,then remove the rear axle housing cap2 also the bolts which hold the two halves of the differential housing together4 ,with the differential exposed to view1 the manner of disassembling it will be apparent4 ,care must be exercised to get every part back in its correct position when reassembling1 being sure to use new paper liners4 ,q4 ,how is the worm removed8 ,a4 ,to remove the worm1 drive out the pins which hold the coupling to the worm and drive shaft4 ,then remove the felt washer1 roller bearing sleeve1 and roller bearing by slipping them over the coupling4 ,drive the coupling off from the drive shaft and then force the worm from the coupling4 ,removing the worm nut will permit the removal of the retaining washer1 thrust bearing and rear worm roller bearing4 ,in reassembling be sure that the pin which holds the retaining washer stationary is in place4 ,q4 ,how is the rear axle shaft removed8 ,a4 ,remove the rear axle assembly as directed above4 ,disconnect brake rods and radius rods at rear axle housing flange2 also remove nuts holding spring perches to flanges4 ,take out the cap screws holding the drive shaft tube to the rear axle housing and remove the rear axle housing cap and the bolts which hold the two halves of the differential housing together1 then pull or force the housing from the shafts and disassemble differential4 ,after replacing the axle shaft be sure that the rear wheels are firmly wedged on at the outer end of the axle shaft and the key in proper position4 ,when the truck has been driven thirty days or so make it a point to remove the hub cap and set up the lock nut to overcome any play that might have developed4 ,it is extremely important that the rear wheels are kept tight1 otherwise the constant rocking back and forth against the keyway may in time cause serious trouble4 ,q4 ,how is the differential gear removed from the shaft8 ,a4 ,the differential gear is fastened to the inner end of the rear axle shaft by means of splines1 and is held in position by a ring which is in two halves and fits in a groove in the rear axle shaft4 ,to remove the gear1 force it down on the shaft1 that is1 away from the end to which it is fastened1 drive out the two halves of the ring in groove in shaft with screw driver or chisel1 and force the gear off the end of the shaft4 ,q4 ,what about lubricating the rear axle8 ,a4 ,extreme care must be used in lubricating the differential4 ,an ,a-#a heavy fluid or semi-fluid oil1 such as ,mobiloil ,c or ,whittemore's ,worm ,gear ,protective1 should be used and cared at a level with the upper oil plug4 ,the differential is supplied with the required amount of lubricant when the car leaves the factory and the supply should be maintained by replenishments as required4 ,after running the truck about #ejj miles1 the oil should be drained off by removing the lower oil plug1 and the differential filled with fresh lubricant4 ,this operation should be repeated at approximately #ajjj miles1 and after that whenever necessary4 ,the rear axle outer roller bearings are lubricated by means of dope cups4 ,these cups should be kept filled with a good grade of grease and given a full turn every #ajj miles4 ,before putting the truck back into service after the rear axle has been taken out fill the differential with oil1 jack up the axle and run it for five or ten minutes to insure proper lubricant of all bearings4 ,,xiv ,,the ,f4 ,a4 ,,starting ,,and ,,lighting ,,system ,,installed ,,on ,,sedans ,,and ,,coup,s ,q4 ,of what does the starting and lighting system consist8 ,a4 ,the starting and lighting system is of the two unit type and consists of the starting motor1 generator1 storage battery1 charging indicator1 and lights1 together with the necessary wiring and connections4 ,q4 ,where is the starter located8 ,a4 ,the starting motor is mounted on the left hand side of the engine and bolted to the transmission cover4 ,when in operation the pinion on the ,bendix drive shaft engages with the teeth on the flywheel4 ,q4 ,what must be done before starting the engine8 ,a4 ,the spark and the throttle levers should be placed in the same position on the quadrant as when cranking by hand1 and the ignition switch turned on4 ,current from either battery or magneto may be used for ignition4 ,when starting1 especially when the engine is cold the ignition switch should be turned to battery4 ,as soon as the engine is warmed up1 turn switch back to magneto4 ,the magneto was designed to furnish ignition for the ,model ,t engine and better results will be obtained by operating in this way4 ,special attention must be paid to the position of the spark lever as a too advanced spark will cause serious backfiring which in turn will bend or break the shaft in the starter4 ,the starting motor is operated by a push button1 conveniently located in the floor of the car at the driver's feet4 ,with the spark and throttle levers in the proper position1 and the ignition switch turned on1 press on the push button with the foot4 ,this closes the circuit between the battery and the starting motor1 causing the pinion of the ,bendix drive shaft to engage with the teeth on the flywheel1 thus turning over the crank shaft4 ,when the engine is cold it may be necessary to prime it by pulling out the carburetor priming rod1 which is located on the instrument board4 ,in order to avoid flooding the engine with an over rich mixture of gas1 the priming rod should only be held out for a few seconds at a time4 ,q4 ,what if the engine fails to start8 ,a4 ,if the starting motor is turning the crank shaft over and the engine fails to start1 the trouble is not in the starting system4 ,in this event1 release the button at once so as not to unnecessarily discharge the battery and inspect the carburetor and ignition system to determine the trouble4 ,q4 ,what if the starting motor fails to act8 ,a4 ,if the starting motor fails to act1 after pushing the button1 first inspect the terminal on the starting motor1 the two terminals on the battery and the two terminals on starting switch1 making sure all the connections are tight2 then examine the wiring for a break in the insulation that would cause a short circuit4 ,if the wiring and connections are ,o4 ,k4 and the starting motor fails to act1 test the battery with the hydrometer4 ,if the hydrometer reading is less than #a4bbe the trouble is no doubt due to a weak or discharged battery4 ,q4 ,how is the generator operated8 ,a4 ,the generator is mounted on the right hand side of the engine and bolted to the cylinder front end cover4 ,it is operated by the pinion on the armature shaft engaging with the large time gear4 ,the charging rate of the generator is set so as to cut in at engine speeds corresponding to ten miles per hour in high speed and reaches a maximum charging rate at twenty miles per hour4 ,at higher speeds the charge will taper off1 which is a settled characteristic of battery charging4 ,this operation of cutting in and cutting out at suitable speeds is accomplished by the cut-out1 which is mounted on the dash4 ,this cut-out is set properly at the factory and should not under any circumstances be tampered with4 ,q4 ,what about oiling8 ,a4 ,the starting motor is lubricated by the ,ford splash system1 the same as the engine and the transmission4 ,the generator is lubricated by a splash of oil from the time gears4 ,in addition an oil cup is located at the end of the generator housing and a few drops of oil should be applied occasionally4 ,q4 ,what should be done when repairing the ignition8 ,a4 ,the introduction of a battery current into the magneto will discharge the magnets and whenever repairing the ignition system or tampering with the wiring in any way1 do not fail to disconnect the positive wire from the battery4 ,the end of this wire should be wound with tape to prevent its coming in contact with the ignition system or metal parts of the car4 ,q4 ,how does the charging indicator work8 ,a4 ,the charging indicator is located on the instrument board4 ,this indicator registers 8charge0 when the generator is charging the battery and 8discharge0 when the lights are burning and the engine not running above ten miles per hour4 ,at an engine speed of #ae miles per hour or more the indicator should show a reading of from #aj to #ab even with the lights burning4 ,if the engine is running above #ae miles per hour and the indicator does not show 8charge10 first inspect the terminal posts on the indicator1 making sure that the connections are tight1 then disconnect the wire from the terminal on generator1 and with the engine running at a moderate speed1 take a pair of pliers or a screw driver and short circuit the terminal stud on the generator to the generator housing4 ,if the generator is ,o4,k41 a good live spark will be noted4 7,do not run the engine any longer than is necessary with the terminal wire disconnected47 ,next inspect the wiring from the generator through the charging indicator to the battery for a break in the insulation that would result in a short circuit4 ,q4 ,how are the lights operated8 ,a4 ,the lighting system consists of two #b-;bulb headlights and a tail light operated by a combination lighting and ignition switch located on the instrument board4 ,the large bulbs are of #f-h candle-power type4 ,the small bulbs of #f-h volt two candle-power type4 ,the small bulb is also used in the tail light4 ,all of the lamps are connected in parallel so that the burning out or removal of any one of them will not effect the other4 ,current for the lamps is supplied by the battery4 ,do not connect the lights with the magneto as it will result in burning out the bulbs and might discharge the magnets4 ,q4 ,what about repairing starter and generator8 ,a4 ,if either the starter or generator fails to give proper service1 the owner should at once consult an authorized ,ford dealer4 ,if the trouble is not found in the wiring1 connections1 etc41 as outlined1 the dealer will remove the starter or generator1 or both if necessary1 and return them intact to the nearest branch for repair or replacement4 ,dealers or owners should not attempt to repair or tamper in any way with the mechanism of the starter and generator4 ,q4 ,how is the starter removed8 ,a4 ,when removing the starter to replace transmission bands1 or for any other reason1 first remove the engine pan and the left hand side of the engine and with a screw driver remove the four small screws holding the shaft cover to the transmission cover4 ,upon removing cover and gasket1 turn the ,bendix drive shaft around so that the set screw on the end of the shaft is in the upward position4 ,immediately under the set screw is placed a lock washer1 designed with lips or extensions opposite each other on the outside diameter4 ,one of these is turned against the collar and the other is turned up against the side of the screw head4 ,bend back the lip which has been forced against the screw and remove the set screw4 ,as the lock washer will no doubt be broken or weakened in removing the starter1 a new one must be used in replacing it4 ,these washers may be obtained from the nearest branch4 ,next1 pull the ,bendix assembly out of the housing1 being careful that the small key is not misplaced or lost4 ,remove the four screws which hold the starter housing to the transmission cover and pull out the starter1 taking same down through the chassis1--this is why it was necessary to remove the engine pan4 ,extreme care should be used in removing the ,bendix drive and other parts that none are misplaced nor lost and that they are replaced in their former positions4 ,in replacing the starter1 be sure that the terminal connection is placed at the top4 ,if the car is to be operated with the starter removed1 be sure to put the transmission cover plates in position4 ,these plates may also be obtained from the nearest branch4 ,q4 ,how is the generator removed8 ,a4 ,if it is found necessary to remove the generator1 first take out the three cap screws holding it to the front end cover and by placing the point of a screw driver between the generator and front end cover2 the generator may be forced off the engine assembly4 ,always start at the top of the generator and force it backward and downward at the same time4 ,plates may be obtained from the nearest branch to place over the time gear if the car is to be operated with the generator removed4 ,q4 ,can the engine be run with the generator disconnected from the battery8 ,a4 ,if for any reason it is run with the generator disconnected from the battery1 as on a block test1 or when battery has been removed for repair or recharging1 be sure that the generator is grounded to the engine by running a wire from the terminal on generator to one of the valve cover stud nuts4 ,a piece of wire or more in diameter may be used for this purpose4 ,be sure that the connections at both ends of the wire are tight4 ,failure to do this when running the engine with the generator disconnected from the battery will result in serious injury to the generator4 ,q4 ,what about the care of the battery1 repairing of recharging8 ,a4 ,the ,ford ,starting ,system uses a #f-volt #ac-plate 8,exide0 battery1 type #c-,,xc-#ac-a4 ,the care of the battery in service is summed up in the following rules3 #a4 ,add nothing but pure water to the cells and do it often enough to keep the plates covered at all times4 ,distilled water1 melted artificial ice or rain water collected in clean receptacles is recommended4 ,in cold weather add water only just before running the engine so that the charging may mix the water and the electrolyte and freezing of the water be avoided4 #b4 ,take frequent hydrometer readings to make sure that the generator is keeping the battery charged4 ,to take reading remove filler cap of cell1 insert end of hydrometer syringe in filler opening1 squeeze bulb1 and release1 drawing up enough liquid to float hydrometer bulb free in the liquid4 ,the reading of the scale at the surface of the liquid when hydrometer is floating in the specific gravity 7density7 of the electrolyte4 ,a fully charged battery will show a reading of #a4bge to #a4cjj4 ,a battery half charged will show a reading of #a4bbe to #a4bej4 ,a completely discharged battery will show a reading of #a4bjj or less4 ,when taking hydrometer readings remove the filler cap from only one cell at a time and be sure to return electrolyte to the cell from which it was taken4 ,then replace and tighten the filler cap4 ,hydrometer tests taken immediately after filling with water and before water has become thoroughly mixed with the electrolyte will not show the true condition of the battery4 #c4 ,if hydrometer reading shows battery less than half charged it should be taken to the nearest ,exide ,battery ,service ,station for recharging4 ,continued operation in a less than half charged condition is injurious to the battery1 just as running in a soft or deflated condition is injurious to the tires4 #d4 ,keep the filler caps in place and screwed tight1--a half turn tightens them4 ,keep battery connections tight and clean4 ,a coating of heavy oil or vaseline will protect the connectors from corrosion4 ,keep battery firmly secured in place4 ,if hold-downs are loose battery will shift about in compartment and result in loose connections1 broken cells or other trouble4 #e4 ,exide ,battery ,stations are maintained in principal cities and towns throughout the country to assist you to obtain good service from your battery4 ,do not entrust your battery to the care of a novice4 ,q4 ,what about battery guarantee8 ,a4 ,the ,exide batteries are guaranteed by the manufacturers 7,the ,electric ,storage ,battery ,company1 ,philadelphia1 ,pa47 to be free from defects in material and workmanship4 ,at any time within three months from date of delivery to the purchaser any battery which may prove to be defective or incapable1 when fully charged1 of giving its rated capacity1 will be repaired or replaced free of expense upon receipt1 transportation charges prepaid1 at any ,exide ,battery ,depot or authorized ,exide ,battery ,service ,station4 ,this guarantee does not cover the free charging of batteries nor the making good of damage resulting from continued lack of filling the cells from time to time with pure water4 ,no claims on account of alleged defects can be allowed unless made within three months of date of delivery of battery to purchaser1 and the right is reserved to refuse to consider claims in the case of batteries opened by other than authorized ,exide ,battery ,service ,stations4 ,purchasers of cars equipped with the 8,exide0 batteries are earnestly urged to coperate with the battery manufacturers to taking their cars1 as promptly as possible after receipt1 by the nearest ,exide ,battery ,service ,station in order that the battery may be tested and its condition and installation checked4 ,no charge is made for this inspection4 ,,index ,,page ,accumulator #ii ,alignment #bbi ,alternating current #if ,ammeter #ii ,ampere #ie ,atwater ,kent ignition systems #abf ,automobile arrangement of parts #bde painting #bfb troubles #bfd ,axles #bab dead1 type #bab front #bad full-floating #bac live1 type #bab semi-floating #bab ,battery1 storage #ii ,bearings1 types of #bcf ,bijur starter mechanism #aea ,body1 care and washing #bec ,borg and ,beck clutch #aib ,bosch ,magneto1 operation of #aje cutting out ignition #aaj safety spark gap #aji timing of #ajf ,brakes1 operation of #bah care of #bba equalizer #bbj ,breaker box and distributor head assembly1 ,n4,e4 #aag ,cam shaft #ah ,cam shaft drive #ai ,car1 arrangement and parts1 cleaning #bdc care1 cleaning and washing #bec ,carburetion #df ,carburetor1 types1 operation #df adjustments of #ef kerosene1 principle of operation #gf adjustment #gh ,charging rate1 adjustment #afe ,choking coil #ig ,circuit breaker #ajj ,clutch1 construction of #ahi cone type #aia multiple disc type #aib leathers and patterns #aif ,coil1 non-vibrating #ajj ,commutator #ig ,condenser #ig ,contact breaker #ajj ,cooling system1 necessity1 types and care #hb ,crank shaft1 counterbalanced #ag four-throw plain #ag ,current1 high tension1 low tension #ie ,cylinder head #ad ,delco1 electrical system #if ,differential gears #bjg ,direct current #if ,disc clutch1 cleaning #aie ,distributor #ajj ,electric starter and light equipment #adg ,electrical1 equipment #aed systems #aec tuning hints #bei ,electrolyte #ii ,engine1 #d-;cycle type1 operation of #bi assembly of #cf care and cleaning of #bec construction and parts #ab ,evaporation #hd ,exact magneto timing #ajh ,filling vacuum tank #id ,flywheel1 types1 care of #bj ,ford car1 operation and care of #bfi cooling system #bhg engine1 operation and care of #bgg maintenance #bhj valve arrangement #bgi valve grinding #bhj valve timing #bgi gasoline system #bij ignition system #bie lubrication system #caf maintenance points #cbc muffler #caj one-ton truck #cbe rear axle assembly #cjg running gear #caa starting and lighting system #cbh ,ford car1 tire care #cbj transmission system #cja ,fuse1 construction1 use of #ig ,gasoline engine construction #ab parts assembly #cf ,gear1 shifts #bjj box arrangement #bja ,generator #adg ,greases #dj ,heated manifolds #gi ,high speed #ahi ,high tension current #ie ,hydrometer syringe #ii ,induction coil #if ,ignition coil1 ,n4,e4 type #aag ,ignition distributor1 ,n4,e4 type #aaf ,kick switch arrangement #acg coil #acg ,lamp controllers #aei ,lens1 cleaning of #bed ,lubrication1 of spring leaves #bbd systems #ci ,magneto1 parts1 operation of #aja timing of #aac washing1 repair #aaa ,main bearings #ag ,manifold1 action of #hj ,mechanical alignment #bcj ,mufflers1 design1 care of #hf cleaning #hg ,multiple cylinders #ab ,north ,east ,automatic spark advance #aba breaker cam #abj breaker contacts #aai ignition system #aad starter system #afa ,ohm #ie ,oils1 quality1 grade of #dj ,oil reservoir #ai ,one unit1 electrical system #adh ,overhauling car #bdg ,overheating #hc ,operation of starter #aef ,philbrin ignition system #ada ,pistons #ae ,piston rings #ae rod bearings #af rods #af wrist pins #ae ,plunger pump oiling system1 operation of #db ,power stroke #ca lapping #cb ,poppet valve1 construction #bc adjustment #bc operation #bc ,radiator1 cleaning #hc freezing #hd solutions #hd repairs #hd ,regulation of generator #ajj ,repair equipment #be ,rug cleaning #bed ,running gear1 washing of #bec ,schebler-carburetor1 model ,r1 adjustment of #fc ,ford 8,a10 adjustment of #gd ,ford 8,a10 operation of #gc ,semi-floating axle1 operation of #bab ,spark plugs1 construction of #ahf care of #ahf ,splash oiling system #dj care of #da cleaning of #da ,spring1 care1 tests #bbe types1 care of #bbf ,starter-,generator1 operation of #afc ,starting motor1 operation of #adi ,steering gear1 types #bcb adjustment of #bcc care of #bce ,stewart carburetor1 operation1 care of and maintenance #fe ,storage battery1 operation of #ahj charging #ahb freezing #ahe maintenance #ahb ,strainer for gasoline #ic ,stroke #ca ,stromberg carburetor1 model ,m #dg model ,l #eh ,sunderman carburetor1 action of #fj ,switches #ajj ,three unit1 electrical system #adh ,tire1 build1 quality #bef chains #beg rim care #bed ,top1 care of #bed ,transmissions #aih gear shifts #bjj box arrangement #bja care of #bjb ,tube1 care #beh repairing #beh ,two unit1 electrical system #adh ,universal joints #bjd ,upholstering #bed ,vacuum systems #hi cleaning strainer #ic ,vacuum systems1 operation of #ij troubles #ic ,valve1 types1 arrangement of #ba grinding #be setting #bd sleeve type #bf setting of #bg timing marks #be ,voltage #ie ,voltaic cells #ii ,water cooling #hb ,water vents #af ,wheels1 lining up #bbi ,windshield1 cleaning and care #ii ,wiring #aad ,wrapping springs #bbd ,wrist pins #ae bushings #ae ,transcriber's ,notes ,the text used for this e-text is that as printed in the source document4 ,unless listed under ,changes below1 inconsistent spelling and hyphenation1 the inconsistent use of quote marks surrounding reference letters or model and type letters1 the inconsistent use of per cent with and without full stop1 etc4 have not been standardised4 ,the automobile brand consistently called ,jeffrey in the text was actually called ,jeffery4 ,the 7minor7 differences in wording and structure between the table of contents and the text have not been standardised4 ,depending on the hard- and software used to read this text and their settings1 not all elements may display as intended4 ,page #h3 there are no seventeenth and eighteenth items listed2 items nineteen and twenty are cardinal rather than ordinal numbers in the source document4 ,page #ad1 ,fig4 #c3 the oddly shaped cylinder head is as printed in the source document4 ,page #cc1 444 ,twin1 ,four1 and ,six ,cylindered ,motors 444 and 444 a case where two1 four1 or two six cylindered motors are set 4443 as printed in the source document2 the commas between ,twin and ,four and between two and four are possibly erroneous4 ,page #ce1 calculation of piston displacement3 the calculation results in #aib4db cubic inches4 ,page #ed3 ,fig4 #cb shows an exterior photograph 4443 as printed in the source document2 ,fig4 #cb is obviously a drawing4 ,page #abh and #ace3 ,fig4 #fh and ,fig4 #ge and their captions are identical in the source document4 ,page #aei and #ahc3 ,fig4 #ia and ,fig4 #ajc and their captions are identical in the source document4 ,page #bje ,whitemore and page #cbg ,whittemore3 possibly misspellings of ,whitmore4 ,changes ,most tables and illustrations have been moved out of text paragraphs4 ,in some tables and lists the ditto character has been replaced with the dittoed text4 ,some minor obvious typographical and punctuation errors have been corrected silently4 ,above or underneath some illustrations indented texts provide transcriptions of the explanatory and descriptive texts inside the accompanying illustration4 ,these transcriptions do not occur as such in the source document but have been provided for the sake of legibility and searchability4 ,page xii3 page number #abf inserted4 ,page #a-b3 ,daimler was consistently spelled ,diamler2 this has been corrected4 ,page #c3 ,marquis de ,doin changed to ,marquis de ,dion4 ,page #cc3 444 a staggard position 444 changed to 444 a staggered position 4444 ,page #dg3 444 through a verticle channel 444 changed to 444 through a vertical channel 4444 ,page #dg1 #dh3 444 air bled jet 444 changed to 444 air bleed jet 444 7#b times274 ,page #gj3 444 which embodies a radically new principal 444 changed to 444 which embodies a radically new principle 4444 ,page #hb3 ,it acts on the principal that 444 changed to ,it acts on the principle that 4444 ,page #hd3 444 its freezing point being #h below zero 444 changed to 444 its freezing point being #h below zero 4444 ,page #hg3 444 are scrapped and rubbed 444 changed to 444 are scraped and rubbed 4444 ,page #ih3 reference letters ,a-,f in paragraph ,dynamo changed to lower case as in illustration4 ,page #aag3 444 the verticle shaft bearing sleeve 444 changed to 444 the vertical shaft bearing sleeve 4444 ,page #abf3 444 which eliminate troubles 444 changed to 444 which eliminates troubles 4444 ,page #aeb3 ,figs4 #hg 7,position #b;,a7 and #hg;,a 7,position #c7 have been placed in the right order4 ,page #afi3 444 in contact with the ear 444 changed to 444 in contact with the gear 4444 ,page #agh3 444 shown at ,d and ,c 7,fig4 #ii7 444 changed to 444 shown at ,d and ,c 7,fig4 #ajj7 4444 ,page #bca3 444 ,e-,,el lines drawn through the spindles will meet at ,f 444 changed to 444 e-e#a lines drawn through the spindles will meet at ,e 4442 444 the lines ,e and ,e#a meet at different angles 444 changed to 444 the lines e and e#a meet at different angles 4444 ,page #bfj3 444 the nearest mettle part4 changed to 444 the nearest metal part4 ,page #ccc3 444 show a reading of #a1bjj or less4 changed to 444 show a reading of #a4bjj or less4